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ELECTBIC  KAILWAY 

JOURNAL 


Graw-Hill  Publishing  Company,  Inc. 


MAY  5,  1928 


Twenty  Cents  Per  C 


ELECTRIC  RAILWAY  JOURNAL 


May  5,  1928 


6400  Type  510  Motors 


\ 


(  35  Horsepower  ) 


Where  Type  510  Motors 
are  used 

United  States 

Alabama 

Florida 

Hawaii 

Iowa 

Illinois 

Indiana 

Kansas 

Louisiana 

Maryland 

Massachusetts 

Michigan 

Missouri 

Nebraska 

New  Jersey 

New  York 

Ohio 

Pennsylvania 

South  Carolina 

Texas 

Virginia 

Washington 

West  Virginia 

Wisconsin 

Abroad 

Canada 
Costa  Rica 
Japan 
Mexico 
Newfoundland 


are  useful  transportation 
servants  the  world  over 


THERE  are  6400  Westinghouse  Type  510,  35  horsepower 
motors  powering  more  than  1600  modern  electric  street 
cars  at  the  present  time.  Most  of  these  cars  are  in  congested 
city  service  where  frequent  stops  and  high  accelerating  rates 
are  necessary 

Geographically,  the  operation  of  cars  equipped  with  this  de- 
pendable motor  is  distributed  over  numerous  transportation 
arteries  in  cities  throughout  23  states  and  in  6  countries 
abroad.  Many  of  its  users  repeatedly  have  ordered  this 
motor  for  their  new  cars. 

The  large  number  in  service  attests  to  the  ability  of  the  Type 
510  motor  to  withstand  the  grind  of  difficult  city  service  with 
reliable  operation,  high  quality  of  performance  and  the  mini- 
mum cost  of  upkeep. 

The  nearest  Westinghouse  representative  will  furnish  reference  to  railway 
properties  using  the  Type  510  motor  in  your  territory,  and  detailed  information 
about  its  construction  and  performance. 

Westinghouse  Electric  &  Manufacturing  Company 
East  Pittsburgh  Pennsylvania 


Salci  Offices   in  All  Principal  Cities  of 
the  United  Statei  and  Foreign  Countries 


Westinghouse 

^g  ^g  ^^^W  X98118 


UOBRIS  BUCK 
MBDftglnK  Editor 

lOHN  A.  MLLLEB,  JB. 
Associate  Kdltor 

CLABKNCE  W.  SQUIEB 
Associate  Editor 

Q.  W.  JAMES,  JB. 
Assistant  Editor 


If  W.  BLAKE 
.  -    .or  Editor 

OEOBOE  J.  MAOMURaAT 
News  Editor 

PADL  WOOTON 
Washington  Correspondent 

ALEX  MoCALLUH 
Editorial  Bepresentative 
London,  England 


Charles  Gordon,  Editor 


Vol.  71 
No.  IS 


May  5,  1928 


Pages 

721-760 


CONTENTS 


Modernization  in  Little  Rock  Brings 
Successful  Year 


.724 


Increase  in  revenue,  reduction  in  accidents,  curtailed 
expenses  and  promotion  of  good  will  result  froin  the 
application  of  modern  methods  and  equipment  in 
mass  transportation.  How  the  Little  Rock  company 
did  all  this  is  told  in  the  storv. 


Truck  Repairs  Put  on  a  High-Speed  Basis ....  729 

By  Clarexce  W.  Squier 

Cars  are  never  withdrawn  from  service  on  account 
of  faulty  trucks  because  repaired  trucks  are  sub- 
stituted immediately  when  the  others  are  removed. 
The  equipment,  facilities  and  methods  employed  to 
accomplish  this  are  described. 

Rules  to  Guide  Executive  Action 735 

Service  improvement  on  the  North  Shore  Railroad 
was  the  inspiration  for  these  rules  to  guide  executive 
action.  Proper  treatment  of  customers,  which  is,  of 
course,  an  essential  in  the  inaintenance  of  good  public 
relations,  is  covered  in  a  rule  book  for  ticket  agents 
and  one-man  car  operators. 


Editorials    721 

When  a  Contract  Is  Not  a  Contract. 

That  the  Executive  May  Be  a  Leader. 

The  Carcass  of  a  Former  Giant. 

Keep  Cars  on  the  Road  Where  They  Can  Give  Service. 

A  Sword  That  May  Cut  Tzvo  Ways. 

Industry  Results  Reflected  in  Statistical  Study. 

Cultivating  an  Unworked  Field. 

Logging  Railroad  Is  Electrified 727 

Bonuses  Promote  Efficiency  on  Denver  System 728 

A  Deadly  Geometrical   Proposition 728 

Automatic  Switch  and  Shift  of  Motormen  Reverse 

Train  in  30  Seconds 728 

Freight  Locomotive  for  Suburban  Service 734 

Improved  Hose  Bridge  Built  at  Los  Angeles 734 

Keeping  Coal  Wagons  Off  Car  Tracks 736 

Fighting  Snow  on  Rapid  Transit  Lines 737 

First  Aid  Graduates  in  Chicago  Number  542 738 

New  Car  for  Metropolitan  Railway,  London 738 

Maintenance  Methods  and  Devices 739 

Association  Activities   742 

News  of  the  Industry , 745  j 

Number  of  Copies  Printed,  6,240  Advertising  Index 


yiolehills  and  l\/lountains 

MEN  stumble  over  molehills,  not 
mountains."  The  statement  of 
Confucius,  the  sagacious  old  Chinese  phil- 
osopher, is  just  as  true  today  as  it  was 
when  he  made  it  more  than  2,000  years 
ago.  Big  problems  are  recognized  and 
vigorously  attacked,  but  the  little  econo- 
mies or  means  for  improvement  often  are 
neglected.  Not  infrequently,  however, 
attention  to  details  will  spell  success  or 
failure. 

Since  there  is  no  detail  of  operation 
too  small  for  presentation  in  Electric 
Railway  Journal,  constant  efforts  are 
made  to  discover  new  and  better  ways  of 
doing  the  countless  little  jobs  that  are  part 
of  the  business  of  furnishing  transporta- 
tion. The  mountains  receive  their  share 
of  attention  in  the  longer  articles,  but  the 
molehills  are  not  overlooked.  The  progf 
of  this  is  to  be  found  in  the  short  items 
published  each  week  telling  of  the  latest 
developments  in  shop,  track,  line  and  all 
other  departments  of  the  railway. 


McGRAW-HILL  PUBLISHING  COMPANY,  INC. 

Tenth  Avenue  at  36tli  Street,  New  Tork,  N.  T. 

New   Yorlt  District  OBlce,   285   Madison  Ave. 


*&ss» 


1928 


jAUKa  H.  McQbaw,  President 
James  H.  MoGraw,  Jb„  v. -p.  »nd  Treas. 
Malcolm  Ml-ir,  Vice-President 
Edward  J.  Mbrrsn.  Vice-President 
Mason  Britton,  Vice-President 
Edgas  Kobak,  Vice-President 
C.  H.  Thompson,  Secretary 
Washinotom  : 

National  Press  Bulldlns 
Chicago: 

7  S.  Dearborn  Street 
Philadelphia: 

1600  Arch  St. 
Cleveland: 

Guardian  BulldlnE 
St.  Louis: 

Bell  Telephone  BulldlDS 
San  Francisco: 

883  Mission  Street 
London : 

6  Bouverie  Street,  London,  E.  C.  4 
Member  Associated  Business  Papers,  Inc. 
Member  Audit  Bureau  of  Circulations 
The  annual  subscription  rate  is  »4  in  the  United  States,  Canada,  Mexico,  Alaska. 
Hawaii  Philippines.  Porto  Rico,  Canal  Zone,  Honduras,  Cuba,  Nicaragua,  Peru, 
Colombia,  Bolivia,  Dominican  Republic,  Panama,  El  Salvador,  Argentina,  Brazil, 
Spain  Uruguay,  Costa  Rica,  Ecuador,  Guatemala,  Chile  and  Paraguay.  Extra  foreign 
postage  to  other  countries  J3  (total  »7  or  29  shillings).  Subscriptions  may  be  lent 
to  the  New  Yorli  office  or  to  the  London  office.  Single  copies,  postage  prepaid  to  anj 
par*  of  the  world,   20  cents. 

change  of  Address — When  change  of  address  is  ordered  the  new  and  the  old  addren 
must  be  given,  notice  to  be  received  at  least  ten  days  before  the  change  takes  place. 
Copyright,   1928,  by  McGraw-Hill  Publishing  Company.  Inc. 

Published  weekly.  Entered  as  second-class  matter,  June  23,  1908,  at  the  Poet  Offlee 
at  New  Tork.  N.  T..  under  the  Act  of  March  3.  I8T9.     Printed  In  U.  8.  A. 


Cable  Address:  "Machinist.  N.  T." 

Publishers    of 

Engineering  NewM-Reeord 

American  Maehinitt 

Power 

Chemical  and  MetaUurgieal  Bngtneering 

Coal  Age 

Engineering  and  Mining  Journal 

Jngenieria  Internacional 

But  Transportation 
Bleeirio  Railway  Journal 

Electrical  World 

Electrical  MerchandUing 

Radio  Retailing 

Construction  Methods 

Bleetrteal  West 

(  Published  in  San  Praneisee  ) 

American  Machinist — European  Bdittmi 

(  Published  in  London ) 


-Alphabetical,  48;  Classified,  44,  46,  48;  Searchlight  Section,  43 


ELECTRIC  RAILWAY  JOURNAL 


May  5,  1928 


BETTER  RAIL,  BETTER  TRANSPORTATION 


Increasin 
speed  with 
safety. 


Mr.  E.  J.  Mcllraith,  Staff  Engineer, 
Chicago  Surface  Lines,  speaking  before 
the  Wisconsin  Utilities  Association 
listed  sources  of  delay  in  city  operation. 
Among  them  are : 

"Car  operating  on  too  slow  schedule  speed. 
Trolley  pole  comes  off. 
Crew  has  trouble  throwing  switch. 
Car  develops  a  defect. 
Car  must  take  curves  slowly. 
Car  moves  over  special  work  slowly. 
Car  weaves,  jerks  or  pounds  low  joints  so  as 
to  make  slow  speed  necessary." 

Each  of  these  delay  factors  may  be 
directly  or  indirectly  traceable  to  lack  of 
adequate  track  maintenance.  Rail 
grinding  and  Ajax  Arc  Welding  make 
economical  track  maintenance  easy. 


3132-48  East  Thompson  Street,  Philadelphia 

AGENTS: 

Cheiter  P.  Qailor.  30  Church  St..  New  York  City 

ChM.  N.  Wood  Co..  Boston 

Electrical  Engineering  &  Mfg.  Co..  Pittsburgh 

H.  P.  McDermott.  208  S.  LaSalle  St.,  Chicago 

P.  W.  Wood  Railway  Supply  Co..  New  Orleans.  La. 

Eanlpment  &  Engineering  Co..  London 

Fracv  A  Co.,  Japan 


Eureka  Radial  Rail  Grinder 


Vulcan  Rail  Grinder 


Keciprocatlnff  Track  Grinder 


■\,l,.^    ■     i:i.,lrM-     An-     W.l.lr 


BETTER  RAIL,  BETTER  TRANSPORTATION 


Mav  5.  1928 


ELECTRIC  RAILWAY  JOURNAL 


Exaggerated  Diagram 
illustrating  the  effect  of 
wheel  pass  when  hanger 
used  is  fitted  with  rigid  stud. 
A  sharp  blow  or  impact  ac- 
companies each  pass. 


Exaggerated  Diagram 
showing  how  the  pivoting 
motion  of  the  Spring  Lock 
Hanger  cushions  the  im- 
pact of  the  passing  trolley 
wheel,  giving  a  smoother, 
easier  approach  and  leave. 


SMALL  savings,  in  them- 
selves insignificant,  grow 
into  vast  sums  when  totalled. 
All  have  a  distinct  value  in 
reducing  operating  expenses, 
thus  increasing  net  profits. 
O-B  Spring  Lock  Hangers 
contribute  their  share  of  the 
small  savings. 


Cushion  the 
Hammer  Blovr 


OBSERVE  the  diagrams  at  the  left.  In  the  upper 
illustration  the  effect  of  a  wheel  pass  on  an 
ordinary  rigid  stud  hanger  is  shown.  No  flexibility- 
is  provided.  The  wheel  strikes  the  end  of  the  ear 
with  a  sharp  blow.  The  shock  of  this  blow  causes 
excessive  wear  on  the  ear— severe  strain  of  the 
hanger  insulation,  and  tends  to  cause  crystallization 
of  the  trolley  wire. 

The  lower  diagram  illustrates  the  effect  of  a  wheel 
pass  on  an  O-B  Spring  Lock  Hanger.  The  slight 
pivoting  motion  which  takes  place  as  the  wheel  ap- 
proaches softens  the  shock  or  impact — cushions  the 
sharp  blow  of  the  wheel— and  thus  lessens  wear  on 
the  ear.  Less  strain  is  placed  on  the  hanger  insu- 
lation because  of  the  large  bearing  surface  of  the 
spring  and  stud  assembly  and  the  pivoting  action 
of  the  stud  itself. 

The  result  is  longer  life  of  the  ear,  wheel  and  hang- 
er—and less  likelihood  of  trolley  wire  crystalliza- 
tion. A  trial  of  O-B  Spring  Lock  Hangers  on  your 
overhead  will  convincingly  prove  their  greater  value. 

Ohio  Brass  Company,  Mansfield,  Ohio 

Canadian  Ohio  Brass  Co.,  Limited 
Niagara  Falls.  Canada 

e59L 


fUSSO). 


NEW  YORK  CHICAGO 

PHILADELPHIA 


PITTSBURGH  ATLANTA 

ST.  LOUIS        SAN  FRANCISCO 


CLEVELAND 
LOS  ANGELES 


PORCELAIN 

INSULATORS 

LINE  MATERIALS 

RAIL  BONDS 

CAR  EQUIPMENT 

MINING 

MATERIALS 

VALVES 


ELECTRIC  RAILWAY  JOURNAL 


May  5, 1928 


"We  Prefer  AIR/" 

A  prominent  transportation  company  which  operates 
a  large  fleet  of  buses  prefers  air  brakes  to  other  types 
because : 

"From  operating  standpoint:  they  take  hold  quickly 
in  an  emergency,  but  do  not  unbalance  standees  under 
ordinary  stopping  conditions  .  .  .  they  work  equally 
well  whether  bus  is  fully  loaded  or  empty  .  .  .  they 
do  not  require  excessive  pedal  pressure  and  therefore 
eliminate  driver  fatigue. 

"From  maintenance  standpoint:  they  do  not  require 
constant  adjustment  nor  frequent  relining  .  .  .  they 
have  a  "velvet"  action  that  does  not  tend  to  rock  the 
body  and  chassis  every  time  the  brakes  are  applied." 

This  is  representative  of  the  opinion  voiced  by  many 
operators  and  manufacturers  as  well — who  have 
adopted  Westinghouse  Air  Brakes  as  standard 
equipment. 

WESTINGHOUSE   TRACTION   BRAKE   COMPANY 

Automotive  Brake  Division:  WILMERDING,  PENNA, 


X 


)M0TI[VE  _  AM    BMAJKES 


xicvrv 


May  5,  1928 


ELECTRIC  RAILWAY  JOURNAL 


€diraO 


Safety  J 


Type  DG  Golden  Glow  Headlight 
for  city  service.  Being  fitted 
with  a  Golden  Glow  prismatic 
rellector  it  illuminates  a  wide 
area  adjacent  to  and  for  about 
60  feet  ahead  of  the  car. 


Safety  is  the  watchword  of  today's  transportation 
needs.  Accidents  are  dangerous,  costly  and  a  con- 
stant drain  on  resources.     Safety  pays  dividends. 

Good  headlights  provide  this  safety  in  night  opera- 
tion— while  makeshift  headlights  or  marker-lights 
are  entirely  inadequate  in  competition  with  the  bril- 
iant  lighting  of  swiftly  moving  automobile  traffic. 

Let  us  tell  you  about  Golden  Glow  Headlights 
fully  described  in  our  latest  pamphlets.  Send  for 
copies  today. 

Home  office  and  plant  at  ITth  &  Cambria  Sts..  PHILADELPHIA; 
District  Offices  at  111  N.  Canal  St..  CHICAGO:  50  Church  St.,  NEW 
YORK:  Bessemer  Bldg..  Pittsburgh:  88  Broad  St.,  Boston:  General 
Motors  Bldg..  Detroit:  316  N.  Washington  Ave  .  Scranton:  Canadian 
Agents.  Lyman  Tube  &  Supply  Company,  Ltd.,  Montreal.  Toronto. 
Vancouver. 


MANUFACTURER  OF  RAILWAY,  POWER 


AND  INDUSTRIAL  ELECTRICAL  MATERIAL 


ELECTRIC  RAILWAY  JOURNAL 


May  5,  1928 


:^ttASS  PRODUCTION  01 


3- 


j: 


:;• 


«4 


r. 


THE  path  of  mass  production  is  the  path  of  men  and  machinery.  Machinery  that 
uses  electric  power  instead  of  man  power — machinery  that  produces  a  better  job  in 
less  time,  at  less  cost,  with  greater  efficiency.  This  mass  production  path  is  the  only 
efficient  way  to  build  any  kind  of  paved  track,  the  only  way  to  build  the  best  paved  track. 


m  m»  uim^m  *m 


THE  path  of  vian  production  is  the  path  of  labor  gangs  with  picks,  shovels,  mauls, 
tongs,  tampers  and  other  tools  that  utilize  man  power.  It  is  the  path  of  high  labor 
costs,  inefficiency  and  hazardous  results.  Good  paved  track  has  been  built  with  labor 
gangs — but  with  modern  machinery  better  track  can  be  built  at  less  cost  than  gang 
labor  ever  has  or  ever  will  produce. 

STEEL  TWI^ 

THE  BASE  O 


May  5,  1928 


ELECTRIC   RAILWAY  JOURNAL 


HAy  PRODUCTION  ? 


THE  underlying  principles  of  mass  pro- 
duction methods  are  familiar  to  all, 
but  perhaps  a  re-statement  of  two  of  them 
will  help  to  show  their  application  to 
paved  track  construction.  A  first  principle 
of  mass  production  is  that  human  energy 
can  be  profitably  employed  only  for  the 
control  and  guidance  of  power,  never  for 
its  supply;  and  the  second,  that  parts  and 
processes  must  be  standardized,  uniform 
and  interchangeable. 

Steel  Twin  Ties,  by  their  uniformity  and 
inherent    labor    saving    features     readily 


adapt  themselves  to  such  methods  and  to 
the  new  track  laying  machines.  And  as  in 
most  applications  of  mass  production 
methods  M'here  they  replace  the  haphazard 
efforts  of  common  labor,  there  is  a  vast 
improvement  in  the  quality  of  the  work, 
particularly  with  the  Compression  Tamper 
in  the  tamping  operation. 

May  we  send  you  our  latest  bulletins  on 
Steel  Twin  Tie  Track  construction,  com- 
pression tamping,  and  quote  you  on  Steel 
Twin  Ties  for  2nd  quarter  delivery? 


THE  INTERNATIONAL  STEEL  TIE  CO.,  Cleveland,  Ohio 

TIE  TRACK 


MODERNIZATION 


10 


ELECTRIC  RAILWAY  JOURNAL 


May  5, 1928 


I 


t's  spring — 

and  Thermit  time  '    ^ 

is  here 


Smoke  is  rising  from  Thermit 
crucibles  right  now  on  more  than 
a  hundred  electric  railway  systems. 
They're  using  Thermit  these  days 
for  repair  jobs,  as  well  as  for  new 
construction,  because  it's  been 
found  to  solve  the  rail  joint  prob- 
lem everywhere  it's  used. 


MJBTAL   &_»  THERMIT  CORPORATIOjK^ 


J%P     Bf^pADWAY  .NEW  YORK.    N.Y. 


I 


WTTSBUESH 


CHICAGO 


BOSTON 


SOUTH   SAN   FEANCISCO 


TORODTB 


—       _u.m»y*atlo*^  Units 


Added  to  Fleets 
of  Boston  El. 

andN.E.  Trans- 
portation Co. 

Recognizing  the  safety,  power, 
speed,  reliability,  comfort  and 
capacity — combined  with  remark- 
able operating  efficiency  and 
economical  maintenance — of  Ver- 
sare  Transportation  Units,  the 
Boston  Elevated  Co.  has  added 
five  units  and  the  New  England 
Transportation  Co.  six  to  their 
fleets. 


:^.,1E^:>.- 


Successful 
Performance 


ki-'tW-i 


^.:" 


T 

A.  HE  successful  performance  of  Versare 
Highway  Units  under  practically  every  operat- 
ing condition  in  New  York,  Boston,  Montreal, 
Albany  and  elsewhere  evidences  the  sound 
engineering  and  fine  construction  embodied  in 
these  Units. 

They  enable  electric  railway  companies  and 
subsidiaries  to  tap  profitable  territories  and 
maintain   schedules  in   crowded  city 
traffic  and  over  long  stretches  of  in- 
terurban  highways. 

Their  attractiveness,  convenience, 
comfort  and  safety  are  important 
factors  in  holding  the  good  will  of  the 
traveling  public  and  increasing  pat- 
ronage. 

All  space  is  utilized  with  ample  capa- 
city for  37  seated  passengers  and  37 
standees.  Seats  are  wide  and  com- 
fortable. Features  that  appeal  to  pas- 
sengers are  absence  of  engine  fumes, 
vibration  and  noise,  wide  doors,  low 
steps,  unobstructed  view,  convenient 
push-buttons,  separate  entrance  and 
exit  doors,  and  various  other  refine- 
ments, add  to  the  appeal. 


the  Versare  Six-Whe 
lighway  Unit  maki 
Ucicnt   use  of  the  tim 

■ving,  comfort-proino 
"ctrculating  load." 


he  rear  cross  scat  abov 
engine.  Notice  th< 
this  is  normal  and  con 
fortable  in  height.  Orasti 
insulation,  against  noisi 
heat,  and  iiimes,  pri 
^udes  any  trouble  froi 
es«    sources. 


Remarkable 


Construction 


Side  view  of  Versare  frame, 
showing  Kirder  construction, 
extruded  side  posts,  and 
wheel  housings.  This  entire 
fabric  is  of  Duralumin  and 
Aluminum. 


Rear  view  of  Versare  frame 
showin);  engine  mounting 
and  heavy  channels  affording 
protection  at  corners.  When 
engine  is  installed  this  chan- 
nelling extends  clear  across 
the  back  betiind  the  bumper. 


ARTICULARLY  pleasing  to  the  ex- 
perienced engineer  is  the  rigid,  trussed 
girder  construction  of  the  Versare  body. 
It  follows  the  design  of  the  strongest 
modern  bridges,  securing  utmost  rigidity 
and  stiffness. 

The  body  framework  is  sectionalized. 
Should  damage  occur  entire  units  are 
easily  replaced  without  dismantling  the 
rest  of  the  body. 

The  girders,  angles  and  castings  are  made 
of  Duralumin — light,  yet  enormously 
strong;  comparable  to  finest  steel;  and  so 
extensively  used  in  dirigibles.  The  side 
posts  are  of  extruded  Duralumin  with  a 
tensile  strength  of  55,000  lbs.  Panels,  and 
housings  are  Aluminum. 

The  125  hp.  gas-electric  power  unit  is  the 
latest  development — with  quick  pick-up, 
extraordinary  hill  climbing  ability  under 
full  load  and  fast. 


The  power  equipment  is  m 
the   rear,   well   protected 


-Z_ 


Showing  engine  installed  and 
manner  in  which  panel  lifts 
up  for  inspection  or  removal. 


,..J' 


■  ^;  -.--^wi..- 


s 


trior  F< 


ures 


The  fact  that  Versare  Highway  Units  have  covered 
500,000  miles  without  one  dollar  expense  for  body 
maintenance  speaks  volumes  for  Versare  Unit  con- 
struction. 

General  SpeciSications 

Engine:  Heavy  duty  6  cylinder  25  hp. 

Electrical  Versare-Westinghouse  Type   177  gener- 

Equipment:  ator;  two  Versare-Westinghouse  33  hp. 
vehicle  type  motors;  Westinghouse 
standard  vehicle  control  equipment. 

Brakes:  Westinghouse  Air  on  four  wheels.     Me- 

chanical hand  brakes  on  two  wheels. 
Resistor  for  electric  braking  in  emer- 
gency. 

Axles:  Versare-Eaton,     both     front     and     rear 

Patented  Versare  Equalizer  on  rear 
truck. 

Wheels:  Van  Type  728. 

Body:  Duralumin  truss  construction. 

Doors:  Front,    36   in.    duplex    outward    folding. 

Rear,  29  in.  dual  duplex  outward  fold- 
ing with  or  without  Automatic  Treadle 
control. 

Ungth:  28  ft.  j  Wheel-  $  180  in. 

29  ft.   11   in.  (°^«""-      base        /  195  in. 
Beadth:  8  ft.  overall.     Aisle  width  21  in.  at  seat 

base.     24  in.  at  seat  back. 
Height:  9  ft.  overall.     Headroom  6   ft.   6   in. 

Turning  56  ft. 

Circle:  59  ft    . 

We  will  gladly  tell  you  more  about  this  remarkable 
transportation    vehicle    on    request. 

Versare  Corporation 

Albany,  N.  Y. 


Side  view  of  rear  truck  showing 
the  Versare  Patent  Equalizer  which 
distributes  road  shocks  over  four 
springs  and  achieves  "floating  ease 
in  riding." 


Plan  view  of  rear  truck  showing 
arrangement  of  drive  motors  and 
their  method  of  suspension  in  trun- 
nions. 


■(       ( 


Versare  •  Westinghouse 

poww  plant.  Smooth,  quiet  and 
amply  powerful  to  give  high 
wtwiiwd  speed  and  oiappy  pick- 
up. This  is  in  position  of 
mounfiog.  Note  extreme  ac- 
ccsnbility  of  all  vital  parts. 


My  w  1  ■iiyii  II  wy— ymil 


May  5,  1928 


ELECTRIC  RAILWAY  JOURNAL 


15 


The  Treadle— What  Is  It? 

TREADLE — a  rectangular  piece  of  corrugated  aluminum 
located  just  in  front  of  the  rear  door  of  each  of  Atlanta's  safety 
cars.  When  properly  used,  it  automatically  opens  the  rear 
door,  adding  greatly  to  the  convenience  of  car  riders  who  have 
learned  to  use  it. 


CONSTANTLY 


Neglected  Kitchen  Week" 
Holds  Sway  Feb.  27 -Mar.  3 

Yes,    Genevieve,    this    is    "Neglected 

kitchen   Week,"   but  that  doesn't   mean 

you  have  to  neglect  youi-  kitchen  until 

I  the  calendar  turns     over    a     new     leaf. 

if;  simply  means  that  the  Georgia  Power 

»mpany   and    Davison-Paxon   Company 

week   are   sponsoring   a   movement 

^11  ed     to     modernize     all     neglected 

titchen  is  one  of  the  most  intei- 

jms   in  any   home,  and  usually 

Iwhich  gets  the  least  attention. 

prn  idea  calls  for  colors  in 

lings,  the  same  as  in  any 


of  this  trend,  Roper 
every  housewife,  have 
^hich  satisfy  all  pop- 
demands  for  color 
re  porcelain  enam- 
pevial  red,  jade 
with  soft  grays 
g  colors, 
orgia  Power 
is  display- 
prs  and 
colors, 

BETTER     iiLTlf 


And  that,  dear  readers,  is  the  defini- 
tion of  a  treadle  as  found  in  the  diction- 
ary of  W.  H.  McAloney,  the  Company's 
Superintendent  of  Equipment.  However, 
it  doesn't  begin  to  tell  of  the  many  ad- 
vantages offered  by  the  treadle. 

In  the  first  place,  the  treadle 
offers:  a  safe,  convenient  method 
by  which  you  may  alight  from 
the  car.  You  simply  ring  the 
bell  in  time  for  the  operator  to 
stop  the  car  before  .you  reach 
your  corner.  You  stand  on  the 
treadle  and  wait.  The  c»r  stops 
and  the  door  opens.  You  alight. 
Easy   enough,  isn't  it? 

Mechanical  attachments  make  it  im- 
possiljle  for  the  door  to  open  before  the 
car  comes  to  a  stop  and  also  prevent 
the  car  from  starting  until  the  door  has 
closed  again,  eliminating  all  possibility 
of  accident. 

If  you  are  seated  toward  the  rear  of 
the  car,  it  is  much  more  convenient  for 
you  to  leave  by  the  rear  exit.  It  saves 
you  time  and  prevents  the  necessity  of 
your  crowding  through  any  group  of 
passengers  who  may  be  congregated  at 
the  front  of  the  car. 

The  treadle  is  there  for  your  conven- 
ience.    Use  it! 


"I   see   that  you've  givengip   teaching 


w 


rREiADLE^IZATIOIV 

The  above  is  a  reprint  from  the  weekly  house  organ  that  the  Georgia  Powder  Company  sends  to 
its  riders.    They  are  using  the  Treadle  in  their  public  relations  work  because  it  has  a  rider-appeal. 

NATIONAL  PNEUMATIC  COMPANY 

Executive  Office:  Graybar  Building,  New  York 


CHICAGO 
518   McCormick   Building 


General  Works,  Rahway,  New  Jersey 

MANUFACTURED    IN    TORONTO.    CANADA,    BY 
Railway   &   Power   Engineering-   Corp.,   Ltd. 


PHILADELPHIA 
1010  Colonial  Trust  Building 


^ 


16 


ELECTRIC  RAILWAY  JOURNAL 


Mav  5,  1928 


(Nothing  is  apt  to  cost  so  much  as  a  bearing  that  cost  so  little! ) 


. 

*    JL 

f. 

^^i 

i 

? 

||H||_ 

■p-rii 

■  |-.-|  ■' 

1 

\      1      L    i™i,-«^^--, 

Ill 

MnH 

r 

i  ■ 

"^itmrB^iLu 

11 

if 

UJII|j 

"."^^SS^^^^^^^ 

SHI 

IPPE^ 

IP 

SmBmi 

ip 

^ 

operating  Economies  Plus  Public  Good-Will 
Demand  the  Use  of  SKF"  Journal  Bearings 


IMPROVEMENTS  in  electric  railway 
■^  equipment  invariably  call  for  the  consid- 
eration of  roller  bearing  journals.  That 
SCSEF Journal  Bearings  reduce  maintenance 
costs  and  improve  service  has  been  con- 
clusively proven  on  steam  and  electric  roads 
in  the  United  States  and  on  the  railroads  of 
21  countries  abroad. 

SCS!F  Journal  Bearings  are  rugged,  de- 


pendableunits  which  do  not  requirecontinual 
vigilance  and  inspection  to  keep  cars  on  the 
road.  Journal  wear,  collar  wear,  hot  boxes 
and  waste  of  oil  and  packing  are  entirely 
eliminated.  The  oil  supply  is  sufficient  for 
three  to  nine  months  according  to  service. 
Added  to  these  advantages  is  that  of  smooth 
riding  cars — a  certain  builder  of  public 
good-will  that  pays  dividends. 


You  men  who  plan,  build,  use  or  pay  for  machines  of  any  kind,  remem' 
her  this:  It  costs  more  to  replace  a  poor  bearing  than  to  buy  the  best  one 
that  aCSF  ever  produced.  AMD  fflCSF  AHTl-FRICTIOH 
BEARINGS  ARE  THE  HIGHEST  PRICED  IH  THE  WORLD. 


SKF-  INDUSTRIES,  INC.,  40  East  34th  Street,  New  York,  N.  Y. 


Ball  Bearings  B  Roller  Bearings 


2057 


A/<7V  5.  1928 


ELECTRIC   RAILWAY  JOURNAL 


17 


I 


Do  you  care  to  know  how  much  a 

two  second  advantage  is  worth 

in  accident  prevention? 


By  actual  test  the  Cincinnati  Duplex  Air 
and  Magnetic  Brake  has  increased  the 
rate  of  retardation  of  an  average  double 
truck  car  by  53%  at  19.5  m.p.h.  and  at 
45  m.p.h.  by  66%.  This  means  an  absolute 
stop  in  from  2.4  seconds  to  6  seconds 
sooner — emergencies  met — accidents  pre- 
vented.     Cincinnati     Duplex    Air    and 


Magnetic  Brakes  are  standard  equipment 
on  all  Cincinnati  BALANCED  Light- 
weight cars. 

Data — actual  reports  of  accidents  pre- 
vented by  motorman  on  Cincinnati 
BALANCED  Lightweight  Cars  — arc 
available. 


Cincinnati  Car  Company,  Cincinnati,  Ohio 

CINaNNATI 
r>^«  CARS 


18 


ELECTRIC  RAILWAY  JOURNAL 


May  5,  1928 


iSA 


THE 


4 


iSi 


"STANDARD^ 

FACTORS 

Longer  Periods  Between  Renewals 
Dependable  Uninterrupted  Service 

Lower  Repair  Costs 

Safety  at  all  Times 

LET  THESE  FACTORS  BE  YOUR  GUIDE  IN  THE  SELECTION  OP 

^^  STEEL  AXLES 

^L  STEEL  SPRINGS 

^^  ARMATURE  SHAFTS 

^^      ROLLED  STEEL  WHEELS 


STANDARD  STEEL  WORKS  COMPANY 

PHILADELPHIA,  PA. 


CHICAGO 
ST.  LOUIS 


BRANCH  OFFICES: 

Ji«Tf  J®**"^  PORTLAND  SAN  FRANCISCO 

HOUSTON  RICHMOND  ST.  PAUL 

WORKS:  BURNHAM.  PA, 


PITTSBURGH 
MEXICO  CITY 


May  5, 1928 


ELECTRIC  RAILWAY  JOURNAL 


19 


^ 


Modern  Cars 


The  following  is  a  paragraph  from  the  Annual 
Report  of  the  Gary  Railways  Company : 

"The  23  light-weight,  one-man  cars  which  were 
acquired  during  the  past  two  years  represent  a 
notable  advance  in  street  car  comfort  and  de- 
sign and  in  economy  of  operation.  With  their  jt 
low  stream  line  construction,  comfortable,  up- 
holstered seats,  linoleum-covered  floors,  low 
steps,  and  complete  safety  equipment,  these  cars 
have  brought  about  a  marked  improvement  in 
the  speed  and  safety  of  service  and  have  won 
wide  approval  among  patrons." 

Further  proof  that  properties  we  have  served  are 
realizing  on  their  investment  in  Modern  Cars. 


CUMMINGS  CAR  AND  COACH  CO. 

Successors  to  McGuire-Cummirtgs  Mfg.  Co. 

Ill  W,  Moeroe  St. 


20 


ELECTRIC  RAILW.W  JOURNAL 


May  5,  1928 


May  5,  1928 


ELECTRIC  RAILWAY  JOURNAL 


21 


I 


22 


ELECTRIC  RAILWAY  JOURNAL 


May  5, 1928 


CLOTHS  TAPES  TUBING  FI. 
VARNISHES  OILS  STICKER 
CLOTHS  TAPES  TUBING  Fl 
VARNISHES     OILS     STICKER 

^  --  u  o  -  •  n  E  S  T  U  B  I  N  G  F 
^LS     STICKER 

-^^j  '^'^BING     FI 

Jhe  mam 

in  the  pit 

sees  this 


This  is  the  part  of  the  car  that  gets  the  water, 
slush,  dust,  mud,  and  hard  wear.  Whether  the 
man  in  the  pit  sees  it  often — and  every  time  he 
does  it  costs  money — depends  on  how  thoroughly 
it  is  protected. 

Car  cables  wound  with  G-E  Paragon  tape  are 
prepared  for  long,  faithful  service.  This  tape  is  of 
sticky,  waterproof  material  which  readily  absorbs 
varnishes  and  treating  compounds.  Its  gripping 
quality  is  unimpaired  by  age.  G-E  Paragon  tape 
is  but  one  of  the  complete  line  of  G-E  insulating 
materials  that  keep  cars  on  the  line  and  away 
from  the  pit. 

G-E  insulating  materials  are  sold  only  by  G-E 
Merchandise  Distributors  located  throughout  the 
country  who  are  equipped  to  give  you  prompt 
service.  Get  in  touch  with  the  G-E  Merchandise 
Distributor  near  you  or  write  to  the  Merchandise 
Department,  General  Electric  Company,  Bridge- 
port, Connecticut. 


Insulating  materials 
described  in  .  Catalog 
GEA-603  are-  identical 
with  those  mside  by  Gen- 
eral Electric  for  its  own 
use.  Send  for  a  copy  to 
the  Merchandise  Depart- 
ment, General  Electric 
Company,  Eridgeport, 
Connecticut. 


800-210 

GENERAL  ELECTRIC 


MERCHANDISE         DEPARTMENT.  BRIDGEPORT, 


CONNECTICUT 


Electric  Railway  Journal 


McGraw-Hill  Publishing  Co.,  Inc. 
James  H.  McGravv,  President 


Consolidation  of 

Street  Railway  Journal  and 

Electric  Railway  Review 


Charles   Gordon 
Editor 


Volume  71 


New  York,  Saturday,  May  5,  1928 


Number  18 


When  a  Contract  Is  Not  a  Contract 

PROVISION  against  confiscation  of  property  without 
due  process  of  law,  as  stated  in  the  Constitution,  has 
been  a  life  saver  to  utility  corporations  in  these  days  of 
advancing  operating  costs.  For  years  New  York  City 
has  waged  the  fight  to  prevent  utilities  from  increasing 
rates  to  the  point  where  they  would  become  self-sustain- 
ing. True,  the  Consolidated  Gas  case  was  decided  in 
favor  of  the  company,  but  that  only  made  the  authorities 
more  adamant  in  their  refusal  to  grant  relief  to  the  trans- 
Ix)rtation  companies.  The  contracts  were  considered 
unbreakable.  They  had  been  drawn  by  astute  corpora- 
tion lawyers  at  a  time  when  it  was  feared  the  city  would 
force  a  reduction  in  rates.  With  the  tables  turned,  the 
city  has  stood  ready  to  collect  its  pound  of  flesh. 

The  decision  of  the  federal  statutory  court,  rendered 
May  2,  if  sustained  by  the  United  States  Supreme  Court, 
will  change  all  this.  It  holds  the  5-cent  fare  on  the  sub- 
way and  elevated  lines  of  the  Interborough  Rapid  Tran- 
sit Company  to  be  confiscatory,  and  for  that  reason 
enjoins  the  Transit  Commission  from  enforcing  various 
rate  limitations,  restricting  the  fares  charged  on  the 
Interborough  lines  to  5  cents. 

The  decision  is  of  greater  moment  locally  than  out- 
side of  New  York,  since  in  nearly  all  other  cities  the 
fares  have  been  readjusted  along  business  principles.  It 
does  confirm  the  judgment  of  those  who  have  fought  for 
the  application  of  the  rule  of  reason  in  dealings  between 
regulatory  bodies  and  the  utilities,  and  so  is  greatly  to  be  • 
welcomed.  It  is  to  be  hojied  that  it  will  prevent  for  all 
time  the  policy  of  some  city  administrations  of  making 
an  issue  out  of  the  rates  charged  the  public  for  trans- 
portation, and  allow  development  to  proceed  along  eco- 
nomic rather  than  political  lines. 


That  the  Executive  May  Be  a  Leader 

RULE  books  for  trainmen  are  common.  Those  for 
other  railway  employees  are  few  in  number.  Rule 
books  outlining  the  duties  of  executives  are  rare  indeed. 
Nevertheless,  one  of  the  latter  has  been  developed  by  the 
Chicago,  North  Shore  &  Milwaukee  Railroad  as  part  of 
its  service  improvement  program.  The  book  is  unusual, 
not  only  because  very  few  of  this  type  exist,  but  also 
because  of  its  contents  and  the  purpose  for  which  it  was 
intended. 

Containing  as  it  does  a  collection  of  principles  to  guide 
all  the  men  in  the  company  in  supervisory  work  in  their 
relation  with  subordinates,  it  is  a  means  of  showing  them 
the  way  to  respected  leadership.  Of  course,  it  is  evident 
to  anyone  that  the  mere  knowledge  of  principles  such  as 
these  will  not  in  itself  make  a  man  become  a  capable 
executive  overnight.  Nothing  can  replace  character  and 
personality.    These  cannot  be  obtained  from  the  study  of 


any  book  of  rules.  Study  of  principles,  however,  should 
give  the  executive  working  tools,  and  if  he  will  use  them 
in  a  practical  way  he  will  naturally  become  a  better  leader. 

The  material  in  the  rule  book  is  merely  suggestive.  In 
executive  work  it  is  difficult  if  not  impossible  to  make  a 
hard  and  fast  set  of  rules.  The  style  used  is  the  most 
effective,  in  that  it  leaves  to  the  initiative  of  the  individual 
the  detail  of  the  course  he  should  follow  in  meeting  any 
particular  situation.  Good  judgment  of  course  is  es.sen- 
tial  in  using  any  such  code  of  principles. 

The  book  was  intended  to  foster  good  will  and  co- 
operation between  employers  and  employees.  Two  of  its 
five  sections,  headed  "Building  Morale"  and  "Relations 
Between  Executives  and  Subordinates,"  bear  this  out. 
The  method  of  securing  the  information,  by  informal 
conferences,  discussions  and  questionnaires,  also  indicates 
that  the  purpose  of  preparing  the  book  was  to  establish 
better  relations. 

Any  executive  who  practices  the  principles  outlined  in 
the  book  is  certain  to  command  the  respect  and  receive  the 
co-operation  of  every  employee  and  thus  make  himself,  in 
the  true  .sense  of  the  phrase,  a  better  leader. 


The  Carcass  of  a  Former  Giant 

OUT  of  the  ashes  of  the  receivership  of  the  once 
magnificent  Detroit  United  Railway  there  shortly 
will  arise  a  new  company.  Physically,  it  will  be  only  a 
semblance  of  the  former  giant  system  of  city,  suburban 
and  interurban  railways,  but  it  will  be  articulate.  The  city 
lines  once  included  in  the  system  are  under  municipal 
ownership,  one  of  the  interurbans  formerly  considered 
most  promising  has  been  cut  off  entirely  as  not  consistent 
with  the  plan  now  in  view,  and,  finally,  the  holders  of  the 
common  stock  have  been  wiped  out  entirely. 

The  present  management  had  nothing  to  do  with  the 
situation ;  it  was  inherited.  The  problem  before  it  was 
almost  insuperable.  That  it  has  been  able  to  work  out 
the  present  plan  is  a  matter  of  congratulation.  But  how 
much  better  it  would  have  been  if  the  regime  that  went 
before  had  had  a  keener  appreciation  of  the  value  of 
good  public  relations  and  been  endowed  with  only  an 
iota  of  the  vision  that  has  characterized  the  rehabilitators 
of  the  system ! 

The  management  of  the  old  Detroit  United  dissipated 
its  energies  in  a  fight  with  the  city  while  it  neglected  the 
suburban  and  interurban  lines.  It  lost  out  in  the  city 
and  then  found  itself  confronted  with  problems  else- 
where with  which  it  was  ill  equipped  to  deal.  Its  code 
was  antiquated.  If  it  distinguished  correctly  the  grow- 
ing pains  of  the  colossus  that  is  now  Detroit,  it  was  stag- 
gered by  what  it  sensed.  And,  as  often  happens,  a  man 
who  had  come  up  from  the  bottom,  made  an  immense 
amount  of  money  and  had   succumbed  to  the  political 


722 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.\8 


itch,  turned  out  to  be  the  David  who  slew  the  giant  with 
weapons  of  the  giant's  own  choosing.  Meanwhile  the 
industry  as  a  whole  watched  in  disgust  the  unequal  combat 
and  saw  the  gladiator  ride  from  one  political  office  to 
another,  and  finally  into  Washington,  the  crowning  com- 
pensation of  a  people  who  could  do  no  more  for  him. 
These  were  the  days  in  which  the  electric  railways  were 
just  beginning  to  awaken  to  the  fact  that  industry  con- 
sciousness and  industry  responsibility  did  not  begin  and 
end  with  an  annual  convention. 

The  handling  of  the  old  property  is  in  strange  con- 
trast with  the  quite  heroic  battle  of  the  representative  of 
the  road's  creditors.  It  is  a  contrast  not  flattering  to  the 
regime  which  in  practicing  the  art  of  public  utility  man- 
agement regarded  by  some  at  that  time  as  Machiavellian 
and  the  beginning  and  the  end  of  all  things  was  about 
as  successful  as  was  Machiavelli  himself  in  his  efforts 
to  turn  to  his  own  account  the  shrewd  practice  which  he 
expounded  so  succinctly.  The  charitable  thing  is  to  dis- 
miss the  matter  on  the  ground  that  the  executives  know 
no  better.  That,  however,  is  small  compensation  to  an 
industry  which  now  finds  it  difficult  to  explain  away  the 
physical  fact  of  municipal  ownership  in  one  of  the 
biggest  cities  in  the  country  and  still  smaller  compensa- 
tion to  security  holders  of  one  class  or  another  who  have 
had  to  bear  the  colossal  shrinkage  incident  to  failure  and 
foreclosure. 


Cultivating  an  Unworked  Field 

WHILE  freight  has  been  mentioned  many  times  as 
a  potential  source  of  revenue  for  the  interurban 
railway,  it  is  not  so  often  that  actual  results  are  obtainable 
to  prove  the  point.  The  article  appearing  in  the  Journal 
last  week,  however,  indicates  the  extent  to  which  a  line 
can  build  up  its  freight  business  in  a  short  time.  When 
the  present  management  took  over  the  Chicago,  South 
Shore  &  South  Bend  Railroad  less  than  three  years  ago 
freight  was  a  minor  source  of  revenue.  To  remedy  this 
situation  an  intelligent  and  constructive  program  was 
adopted.  Interchange  arrangements  with  other  carriers 
were  effected,  passing  tracks  were  lengthened,  new  freight 
houses  were  built  and  new  rolling  stock  and  locomotives 
were  purchased. 

These  changes  in  the  physical  layout  of  the  jilant  and 
in  the  arrangements  were  not  in  themselves  enough  to 
bring  in  the  business.  The  management  took  the  view- 
point that  if  the  patronage  of  the  public  was  to  be  se- 
cured, entirely  new  methods  of  doing  business  would  have 
to  be  adopted  by  the  freight  department.  Accordingly 
through  routes  were  established  in  conjunction  with  other 
railways  and  tariffs  were  made  accordingly.  Attention 
was  paid  to  the  development  of  a  fast  overnight  service, 
particularly  between  Chicago  and  the  principal  i)oints 
on  the  line.  Delayed  .shipments  were  not  left  to  take 
their  own  cour.se,  but  care  was  taken  to  trace  them  by 
wire.  Personal  contact  between  the  solicitors  of  the  road 
and  the  shippers  also  assisted  in  an  understanding  of  the 
problem,  .so  that  better  and  quicker  handling  of  shipments 
has  become  possible. 

As  a  result  the  freight  business  has  grown  by  leaps 
and  bounds.  The  revenue  doubled  in  two  years,  and  is 
still  on  the  increa.se.  As  an  indication  of  the  growth,  the 
company  originally  ordered  four  main-line  locomotives 
for  the  service.  Within  a  year  two  switchers  were  added, 
and  in  March  of  this  year  two  more  main-line  locomotives 
were  placed  in  service,  doubling  the  original  equipment. 
Nor  has  the  increase  in  the  freight  business  been  at  the 


expense  of  passenger  traffic,  for  that  has  shown  an  equal 
growth.     But  that  is  another  story. 

Examples  such  as  this  justify  faith  in  the  interurban 
railway  when  it  is  rightly  i)laced.  Not  every  property 
has  equal  possibilities ;  but  there  are  many  roads  that 
today  are  not  profitable  which  could,  with  the  use  of 
considerable  brain  power  and  relatively  little  expenditure, 
become  sources  of  revenue  that  wou'd  make  them  attrac- 
tive to  investors  as  well  as  to  the  shippers  in  their  ter- 
ritory. 


Distribution — Industry's  Greatest  Problem 

WASTEFULNESS  in  the  distribution  system  is 
considered  by  many  authorities  the  gravest  issue 
now  before  American  industry  and  commerce.  Our 
production  methods  are  without  an  equal.  As  a  nation 
we  have  been  eliminating  waste,  standardizing  and 
simplifying  manufacturing  methods,  and  increasing 
production  efficiency,  but  according  to  Dr.  Julius  Klein, 
director  of  the  U.  S.  Bureau  of  Foreign  and  Domestic 
Commerce,  the  wastefulness  of  our  distributing  methods, 
viewed  from  any  angle,  looms  up  with  compelling 
magnitude.  In  amount  it  is  estimated  at  some  $8,000,- 
000,000  annually. 

There  is  no  way  of  checking  accurately  the  losses 
involved  through  practices  such  as  the  careless  admin- 
istration of  credit,  careless  installment  selling,  ignoring 
of  good  markets,  overselling  of  poor  markets,  and  mis- 
takes in  other  distributive  elements  such  as  warehous- 
ing, delivery,  advertising,  clerical  hire  and  management 
of  traveling  salesmen.  When  the  actual  returns  of 
wholesalers  and  retailers  are  examined,  it  is  found  that 
their  average  profit  in  1925,  the  latest  year  for  which 
complete  statistics  are  available,  was  2.2  per  cent  of  their 
total  revenue,  as  compared  with  5.9  per  cent  for  manu- 
facturers and  12.5  per  cent  for  bankers.  Next  to 
agriculture,  the  wholesale  and  retail  trade  had  the  lowest 
net  profit. 

Recently  when  executives  of  a  large  number  of  firms 
were  asked  what  efforts  they  were  making  toward 
remedying  this  condition  73  per  cent  replied  that  they 
were  endeavoring  to  reduce  production  costs,  but  only 
29  per  cent  indicated  any  effort  to  cut  sales  expenses. 
Evidently  there  still  is  much  to  learn  if  retail  selling 
h  to  pay  a  profit. 

But  what  should  we  know  about  distribution  and  how 
can  we  discover  the  wastes  and  their  remedies?  The 
problems  which  are  uppermost  in  the  minds  of  thousands 
of  distributors,  according  to  queries  received  by  the 
Department  of  Commerce,  seem  to  be  primarily  of  two 
varieties:  (1),  where  can  things  be  sold  and  (2),  how 
much  should  it  cost  to  sell  them?  Blind  marketing  and 
the  exploiting  of  remote  territories  seem  to  be  our  chief 
shortcomings. 

To  gain  information  on  these  subjects  requires  no 
elaborate  research  agency.  The  facilities  of  the  Depart- 
ment of  Commerce  and  numerous  other  organizations 
are  ample  to  keep  any  far-sighted  manufacturer  advised 
as  to  market  changes  and  factors  which  affect  the 
demand  for  his  product.  With  this  information  and  the 
efforts  of  literally  hundreds  of  agencies,  it  would  seem 
that  the  actual  materials  for  the  improvement  of  this 
situation  are  available.  The  next  major  problem  is  to 
apply  the  data  produced  by  these  agencies  to  the  actual 
I)roblems  of  marketing.  Therein  lies  a  great  field  for 
the  future  improvement  of  distribution  conditions  in 
this  nation. 


Max  5,  1928 


ELECTRIC   RAILWAY  JOURNAL 


723 


Keep  Cars  on  the  Road  Where  They  Can 
Give  Service 

SINCE  the  business  of  electric  railways  is  to  provide 
transportation  every  effort  should  be  directed  toward 
keeping  cars  on  the  road.  That  cars  are  too  valuable  to 
be  held  in  shops  any  longer  than  necessary  should  be  the 
governing  principle  on  which  a  modern  electric  railway 
repair  shop  is  designed.  Whether  small  or  large  the 
modern  shop  should  be  equipped  with  every  practical 
device  for  making  repairs  quickly  and  returning  cars  to 
service  speedily. 

The  better  the  shop  and  the  faster  it  can  turn  out 
work  the  smaller  it  can  be  on  a  particular  property.  It 
should  store  virtually  no  cars,  for  they  should  be  kept 
on  the  road  where  they  can  earn  money.  To  keep  an 
investment  of  $15,000  or  more  per  car  working  as  nearly 
full  time  as  possible  justifies  a  large  investment  in  spare 
parts  and  shop  equipment.  Then,  too,  the  number  of 
spare  cars  can  be  reduced.  If  this  policy  makes  it  pos- 
sible to  provide  a  given  service  with  fewer  cars  the  sav- 
ing both  in  the  investment  in  cars  and  in  the  investment 
in  shop  buildings  is  obvious. 

An  outstanding  example  of  what  can  be  done  in 
speeding  truck  repairs  so  that  cars  will  be  available  for 
service  a  maximum  part  of  the  time  is  furnished  by  the 
truck  repair  methods  used  in  the  Coney  Island  shops  of 
the  Brooklyn  Manhattan  Transit  Lines,  which  form  the 
subject  of  an  article  in  this  issue.  Here  the  time  that 
a  car  is  in  the  shop  for  truck  repairs  is  only  that  needed 
to  drop  out  the  disabled  truck  and  replace  it  with  a  re- 
paired one.  This  is  made  possible  by  adequate  cranes, 
drop-pit  transfer  tables  and  other  handling  equipment 
so  arranged  that  no  time  is  wasted  in  the  transfer.  Re- 
pairs to  the  trucks  themselves  are  also  completed  more 
speedily,  since  the  work  can  be  organized  as  a  con- 
tinuous process  and  no  time  is  lost  waiting  for  trucks  to 
.be  placed  in  the  shop. 


A  Sword  That  May  Cut  Two  Ways 

ECONOMY,  at  best,  is  only  a  negative  virtue,  and 
unwise  economies  are  worse  than  none.  Especially 
in  furnishing  transportation  service,  an  economy  is  of 
doubtful  value  when  it  increases  the  difficulty  of  using 
that  service.  For  a  transportation  company  to  withhold 
necessary  expenditures  for  route  and  destination  signs 
is  an  extremely  poor  economy.  The  company  has  nothing 
to  sell  except  transportation,  and  transportation  always 
involves  a  destination.  If  it  makes  a  mystery  of  the 
destination  of  its  vehicles  it  will  ultimately  find  that  it 
has  no  buyers  for  its  wares. 

Too  often  the  managements  of  electric  railways  regard 
route  and  destination  signs  merely  as  a  source  of  expense. 
Ostensibly  in  the  interest  of  economy,  for  example,  the 
management  of  one  large  property  recently  decided  to 
remove  all  route  signs  from  the  rear  and  from  the  left- 
hand  sides  of  its  cars.  Some  time  earlier  the  same  com- 
pany had  abandoned  the  use  of  illuminated  route  signs  in 
favor  of  a  cheaper  type.  Of  course  these  changes  did  not 
make  it  impossible  for  prospective  passengers  to  deter- 
mine the  destinations  of  cars,  but  they  did  make  it  con- 
siderably more  difficult  to  do  so.  After  so  much  has  been 
said  in  this  industry  about  merchandising  transportation 
it  is  almost  incredible  that  any  management  should  show 
such  a  woeful  lack  of  salesmanship.  The  worst  of  it  is, 
that  this  particular  company  is  one  of  a  considerable 


number  which  still  practice  "economies"  of  this  kind. 
On  the  other  hand,  many  railways  are  cheerfully  as- 
suming a  greater  and  greater  obligation  of  telling  the 
iniblic  where  their  cars  are  going  rather  than  leaving  it  to 
the  passengers  to  find  out  for  themselves.  Large,  legible, 
well-lighted  destination  signs  have  been  placed  on  the  front 
and  rear  of  the  cars  and  on  both  sides  as  well.  Smaller 
signs  in  several  places  tell  the  destination  on  each  par- 
ticular trip.  Some  companies  go  even  further  and  display 
l)rominently  big  numbers  or  letters  to  designate  the  route. 
Money  expended  for  these  signs  is  one  of  the  best  invest- 
ments which  any  transportation  company  can  make.  The 
foolishness  of  buying  a  pig  in  a  poke  is  proverbial.  No 
sensible  person  would  do  it.  No  transportation  company 
should  ask  people  to  buy  rides  on  a  vehicle  when  they 
cannot  easily  ascertain  its  destination. 


Industry  Results  Reflected  in 
Statistical  Study 

TRULY  representative  of  the  financial  trend  of  the 
electric  railway  industry,  the  figures  compiled 
annually  by  the  Association  from  the  operating  returns 
of  typical  groups  of  roads  for  the  previous  year  are 
always  significant.  This  year  they  are,  perhaps,  espe- 
cially significant  since  for  the  first  time  in  recent  years 
they  reflect  results  in  a  period  of  restricted  business. 
Interest  just  at  this  time  is  not  so  much  in  confirmation 
of  the  fact  that  the  city  lines  are  holding  their  own  the 
best,  but  in  the  need  for  driving  home  the  lesson  of 
greater  and  greater  vigilance  by  the  jnterurban  and  sub- 
urban companies,  which  are  the  ones  finding  it  more  and 
more  difficult  to  maintain  themselves.  From  this  latter 
group  the  private  automobile  and  the  intercity  bus  are 
taking  a  heavy  toll  of  traffic.  On  the  other  hand,  the 
city  lines  sustained  a  loss  of  only  1.26  per  cent  in  revenue 
passengers  in  a  year  of  subnormal  industrial  activity. 
Best  of  all,  the  city  group  was  able  to  increase  its  net 
income  substantially.  Its  operating  ratio,  70.91  per  cent, 
is  still  high,  but  the  expenses  have  been  pretty  well 
stabilized. 

It  is  encouraging  that  the  study  of  the  industry  as  a 
whole  has  established  the  fact  that  while  buses  were 
operated  by  the  railways  at  a  deficit  in  1926,  there  was  a 
substantial  margin  above  expenses  from  this  source  in 
1927.  At  first  this  might  seem  relatively  unimportant 
since  the  gross  of  the  bus  lines  is  small  compared  with 
the  gross  for  the  whole  group,  but  the  results  with  buses 
are  more  significant  than  the  stark  figures  would  seem  to 
indicate.  They  show  that  the  industry  is  using  the  bus 
more  intensively  and  more  intelligently. 

The  greater  operating  efficiency  shown  in  the  statistics 
certainly  reflects  the  more  intensive  effort  being  made  to 
watch  the  little  leaks.  For  one  thing  cars  are  being 
used  to  better  advantage.  But  these  are  details  the  com- 
piler of  the  figures  has  discussed  in  his  own  comments. 
Not  for  a  moment  can  a  single  company  in  any  one  of 
the  groups  afford  to  let  down  in  its  efforts,  but  the  sub- 
urban and  interurban  railways  especially  must  be  con- 
stantly on  their  guard.  By  and  large,  their  case  is  acute, 
but  the  many  instances  of  what  individual  roads  in  this 
group  have  been  able  to  do  should  tend  to  spur  on  to 
greater  and  greater  effort  even  the  roads  most  sorely 
beset.  In  the  past  the  suburban  and  interurban  railways 
have  had  the  majority  of  failures,  but  it  also  is  in  this 
group  that  instances  have  been  furnished  of  the  greatest 
hardihood  and  the  most  significant  successes. 


Modernization  in  Little  Rock  Brings 

Most  Successful  Year 

Last  two  years  show  attractive  earnings.  One-man 
operation  of  cars  has  increased  revenues,  reduced 
accidents,  curtailed  expenses  and  promoted  good  will 


"Be  our  guest — ride  free 
and  inspect  this  car," 
was  the  greeting  that 
Little  Rock  citizens  re- 
ceived from  dash  signs 
on  the  front  end  of 
their  modernized  tranv 
portation  system 


FURTHER  confirmation  of  the  success  which  is 
possible  through  modernization  is  furnished  by  the 
results  achieved  by  the  Little  Rock  railway  projjerty 
of  the  Arkansas  Power  &  Light  Comjjany.  As  the  capi- 
tal of  a  state  some  240  miles  square  in  the  heart  of  the 
Mississippi  valley,  Little  Rock,  with  a  population  of 
slightly  more  than  75,000,  finds  it  difficult  to  conceive  of 
civic  development  without  adequate  mass  trans jxirtation. 
Arkansas  claims  the  distinction  of  not  having  had  a  single 
electric  railway  abandon  its  service  with  the  advent  of 
many  things,  including  the  automobile,  that  in  recent 
years  have  caused  concern  to  many  street  railway  \no\)- 
erties. 

Realizing  the  greatest  advantage  of  the  automobile  is 
its  speed,  the  street  car  service  in  Little  Rock  has  been 
given  all  the  speed  considered  consistent  with  safety,  as 
an  accompanying  table  shows.  Speed  had  much  to  do 
with  the  choice  of  30  new  single-truck  "rail  coaches"  ])ut 
in  service  early  in  1926.  For  the  same  reason  the  com- 
pany's double-truck  cars  were  rebuilt  in  the  same  year 
and  equipped  with  four  motors  in.stead  of  two  in  order 
to  provide  increased  acceleration  and  higher  .sjieed. 
In  the  modernization  program  the  one-man  system  has 


been  adopted  100  per  cent.  New  cars  and  those  rebuilt 
since  the  change  to  the  one-man  plan  was  decided  upon 
include,  in  addition  to  the  30  mentioned  above,  an  earlier 
])urchase  of  eight  double-truck  cars.  In  1926  twenty 
existing  double-truck  cars  were  rebuilt  and  in  1927,  auto- 
matic rear  treadle  doors  were  added  to  twelve  cars  to  fit 
them  for  one-man  service. 

because  of  the  increases  that  were  made  in  service 
when  one-man  cars  were  introduced,  the  total  number  of 
trainmen  employed  was  not  radically  decreased.  Subse- 
(|uent  resignations,  discharges,  and  transfers  to  other 
|)ositions  have  reduced  the  number  of  trainmen  from  185 
in  1925  to  105  as  of  March  1  of  the  present  year.  One 
immediate  result  of  the  use  of  one-man  cars  was  the 
decrease  of  headways  made  possible  on  two  of  the  more 
heavily  patronized  city  lines.  Fair  Park-East  Ninth,  and 
South  liigh'and-JCast  Fourteenth.  The  im])roved  .service, 
backed  by  an  extensive  advertising  campaign,  is  credited 
with  having  turned  the  tide  of  electric  railway  receipts 
in  Little  Rock.  The  increa.sed  receipts  and  a  notable  de- 
crease in  expenses  account  for  the  favorable  net  earn- 
ings which  have  accrued  during  the  past  year. 

One  bus  line  was  started  by  the  com])any  to  extend 


724 


May  5,  1928 


ELECTRIC  RAILWAY  JOURNAL 


725 


Maintenance    and    power    economies    in    Little 
Rock  at  a  glance 

A  —  Maintenance  of 
equipment  was  progres- 
sively decreased  from 
approximately  $2870  per 
1,000  car-miles  in  1921 
to  $13.40  in  1927. 

B  —  Maintenance  of 
way  and  structures 
dropped  from  $19.40  per 
1,000  car-miles  in  1924 
to  $8.10  in  1927. 

C — Energy  cost  went 
down  from  $25.40 
per  1,000  car-miles 
in  1924  to  $20  in 
1927. 


IKl  19K  1923  19J4  1926  19Z6  1927 


1924  1925  1925  1927    Q.i£     1924  1925  1926  1927 
B  C 


service  to  two  sections  of  the  city  not  reached  by  street 
cars.  Thus  people  living  in  Pulaski  Heights  may  now  go 
to  the  west  end  of  the  city  without  having  to  travel 
through  congested  downtown  traffic,  which  means  a  con- 
siderable saving  of  time. 


TABLE   I— NUMBER  OF  CARS   ON    VARIOUS   LINES  BEFORE  AND 
AFTER  ONE-MAN  OPERATION 

. Number  of  Cars . 

Ru3h  Hours  Base  Schedule 

Lines                                                                   Before       After  Before       After 

West  Fifteenth — Missouri  Pacific 8                9  5              5 

South  Main— Pulaski  Heights 12                17  8               8 

West  Ninth— Rock  Island 6                  9  5               5 

*Fair  Park— East  Ninth 12                14  6               7 

♦South  Highland— East  Fourteenth 7                12  6               6 

Biddle 2                2  2              2 

♦Decreased  headways  on  these  lines  re.=ufting  from  the  change  to  one-man  cars 
have  produced  substantial  increases  in  revenue. 


Transportation    and 

Total  Operating  Costs 

Were  Reduced 

Considerably 


'1924  1925  1926  1927  1924  1925  1926  1927 

A  B 

A — Economies  in  the  transportation  department  reducing  the 
cost  of  conducting  transportatioti  from  approximately  $136  per 
1,000  car-miles  in  1924  to  $83  in  1927. 

B — Total  operating  costs,  including  conducting  transportation, 
maintenance  of  way  and  structures,  maintenance  of  equipment, 
power  and  traffic  expense,  dropped  from  $210  per  1,000  car-miles 
in  1924  to  $136  in  1927. 

During  the  year  1925  all  the  street  cars,  with  one  minor 
exception,  were  handled  by  two  men.  The  exception  was 
a  line  with  two  cars  serving  a  small  industrial  section. 
In  1926  the  company  began  substituting  one-man  cars  in 
the  place  of  two-man  cars  and  by  the  latter  part  of  the 
year  the  entire  railway  had  been  converted  to  the  one-man 
system.  With  the  change  to  one-man,  the  company  has 
followed  the  plan  adopted  in  many  cites  of  having  the 
name  of  the  operator  placed  in  the  vestibule  of  the  car. 
It  is  believed  that  the  name  plates  have  done  much  toward 
personalizing  the  service  and  creating  a  more  friendly 
spirit  between  employees  and  their  passengers. 

Recent  stringent  restrictions  to  downtown  parking  in 
Little  Rock  have  caused  more  people  to  appreciate  the 
advantages  of  the  street  car  service.    Many  persons  who 


Both  single  and  double-truck  cars  are  used  to  give  efficient  modern  ized  service  in  Little  Rock,  Ark.     One-man  operation  has  permitted 

frequent  headways  with  resulting  increased  revenue  and  reduced  expense 


726 


ELECTRIC  RAILWAY  JOURNAL 


Fol.7l,No.l8 


Twenty  double-truck  cars  of  this  type  were  completely  renovated  and  equipped  for  one-man  operation.     Automatic  rear-exit  treadles 

have  since  been  installed  on  twelve  of  them 


formerly  came  to  work  in  their  automobiles  are  now  using 
the  street  cars.  To  park  three  blocks  from  their  places 
of  business  or  else  move  their  cars  every  hour  has  come 
to  be  regarded  as  entirely  too  inconvenient.  Matinee 
fans  are  also  finding  that  the  parking  restrictions  are  a 
serious  drawback  to  the  use  of  their  cars.  With  the 
street  car  lines  passing  the  doors  of  all  important  places 
of  amusement,  many  theater-goers  are  leaving  their  auto- 
mobiles at  home. 

Coincident  with  the  introduction  of  one-man  service, 
street  fare  collectors  have  been  stationed  at  three  of  the 
more  important  downtown  corners  which  are  transfer 
points.  These  men  issue  and  collect  transfers,  sell  tokens 
and  make  change  prior  to  the  arrival  of  the  street  cars. 
It  has  been  found  that  the  collector,  during  the  few 
moments  that  he  and  the  company's  patrons  have  together 
while  awaiting  the  arrival  of  a  car,  has  an  opportunity 
of  making  friends  for  the  company  and  selling  its  service. 
With  this  in  mind,  particular  care  has  been  exercised 
in  selecting  these  men.  This  idea  was  expanded  dunng 
the  holiday  season  by  placing  additional  uniformed  men 
at  strategic  points  throughout  the  business  section  of  the 


1300 
1200 
HOC 

1000 


- 


i 


soo| 


700  I 


I 
^600|- 


300 
200 


100 

0^2 

1924  1925  1928  \»ZJ 


'A    WA   y/A 


I 


Accidents  Have  Decreased  with 
One-Man  Operation 

Although  schedule  speeds  were  substan- 
tially higher  with  one-man  operation  in 
1926  and  1927  than  in  1924  and  192S, 
when  there  were  two  men  on  the  cars,  the 
total  number  of  accidents  were  substan- 
tially decreased  and  the 
mileage  per  accident  was  ® 
increased. 

8 


3,000 


.-7 


o6 


o 

V 

■o" 
<£2 


V 


1924  1925  1926  1927 


■A  VA 


-I 


n 


1924   1925  1926 


city  to  assist  Christmas  shoppers  in  boarding  the  street 
cars  in  the  more  congested  districts.  In  addition  to  sup- 
plementing the  regular  fare  collectors  these  men  carried 
bundles,  and  even  babies,  from  curb  to  car-loading  zones 
for  the  street  car  passengers  and  rendered  such  other 
help  as  was  possible. 

Comfortable  seats  have  been  ranked  of  first  importance 
in  equipping  the  cars  in  Little  Rock.  Lights,  heating, 
and  ventilation  are  other  matters  to  which  particular 
attention  has  been  given.  A  schedule  of  daily  cleaning 
for  each  car  was  set  up  when  the  new  equipment  was 

Car-Miles   Per   Pull-in   More   than   Doubled 

When  the  cost  of  equipment  mainte- 
nance is  substantially  decreased,  pull-ins 
are  a  valuable  guide  in  checking  the  con- 
dition in  which  equipment  is  being  kept. 
While  maintenance  cost  was  reduced 
from  $28.70  per  1,000  car-miles  to  $13.40, 
the  number  of  miles  operated  per  pull-in 
increased  during  this  period  from  11.000 
to  more  than  26,000. 


■5UJW0 


;jopoo 


;  10.000 


n 


m\ 


19Z4  1925  19Z6  1927 


acquired.  Vacuum  cleaners  are  used  for  the  de  luxe 
cars  that  have  upholstered  seats. 

An  interesting  exhibit  which  the  company  arranged 
for  selling  its  service  was  that  made  the  week  of  June 
1,  last  year,  in  a  downtown  display  window  that  showed 
an  attractive  street  scene  in  which  a  moving  street  car 
figured  prominently.  The  detailed  story  of  this  window 
display  appeared  in  the  Feb.  19  issue  of  the  Journal. 
Thousands  of  people  were  attracted  by  the  novelty  and 
considerable  favorable  publicity  was  obtained. 

An  intensive  study  of  car  doors  and  steps  has  been 
made  in  Little  Rock  in  conjunction  with  the  company's 
safety  program.  The  decline  in  platform  accidents 
which  resulted  was  most  encouraging.  Accident  figures 
month  by  month  are  shown  on  an  accompanying  graph. 
The  Arkansas  Power  &  Light  Company  was  among  the 
first  to  use  rear-exit  treadle  doors.  These  were  especially 
desirable  in  the  South  because  of  the  so-called  "Jim 
Crow  law."  By  using  both  front  and  rear  exits,  loading 
and  unloading  of  passengers  was  expedited  and  unneces- 
sary mixing  of  races  was  avoided.  Before  the  adoption 
of  automatic  treadles  the  cars  had  front  entrances  and 
rear  exits  operated  with  pneumatic  control. 

Power  cost  for  three  of  the  principal  city  lines  was 


I 


May  5,  1928  ELECTRIC  RAILWAY  JOURNAL 727 

TABLE  II— COMPARATIVE  RAILWAY  STATISTICS  BEFORE  AND  of  13  5  m.p.h.  for  the  entire  distance.     The  return  trip 

AFTER  ONE-MAN  SERVICE  BEGAN  ^^^  j^^  ^^^^^  ^j^j^  ^^  ^^^y  empty  cars  as  desired,  up  to 

,-—-^ — Tw^Man  serWc^— ^-^    On^Man  Se.^?''^  a  maximum  of  50.  in  approximately  40  minutes.     When 

Car-miles      ....  2,375.220  2,443,387  2,368,981  2,452,960  2,534,817  2,721,442  operating:  on  short  field  conuections  With  the  master  con- 

gSSfrc^Wmp:    "'■'''    "'■'''    "'•"'    '"•""'    '"•"'         •  troller  in  the  full  parallel  position,  the  power  peak  re- 

tion%w.-hr..  .  8,371,308  9.125,022  9,193,230  9,195,280  8,637,526  8,500,000*  ^^.^^^   ^^  twenty-car   trains   ascending   grades   will   be 

m.pT .'"".:        8.74        8.74        9.32        9.54        9.47        9.55  approximately  1,265  kw. 

*Approamate. ^^  j^ie  Red  River  Lumber  Company  owns  and  operates 

'  power   ])lants.    both    steam    and   hydro-electric,   totaling 

1              1  7A               4.    ■<.              *-^,of^.i    K„  ih^  ;„=tnila  16.000  kva.  capacity.     In  addition  to  supplying  power  to 

decreased  30  per  cent,  it  was  estimated,  by  the  instaiia-  ■  .,        ,.                  ■     i      „^  +„  i-ui  p^^ifi^  r^c 

,                               c             4.        ^-     o.,i,<-tof;„„      TViic  their  own  interests,  power  is  leased  to  the  racmc  Uas 

tion  three  vears  ago  of  an  automatic  substation.      ^  "'*  „    t-i    ^  •     r-                   -ri,                    -     tu       ^u^^^^    ^n 

.            '  I,  -1,     ,            ,.     r               ■    ^foK,  «9i';nnn  &  E  ectnc  Company.     The  company  s  three-phase,  60- 

station  was  built  at  a  cost  of  approximately  $,::i^.UUU.  ^           o^nr^      u                 r                      i-u^    ^o;i,.^^,i    o*- 

J  ■             ji          nnnr,      ur       <-,-„,„  +1,/ ,-r.r,-,.ia,Tir'«  eye  e.    33.000-volt    power    line    passes    the    railroad    at 

and  is  served  by  a  13.000-volt  line  from  the  company  s  ^      •                          i       o-,nnA      i^  u        u  r       i,      i  „„„ 

■                   ^\      Tu      4-4.-       •    „\c^  +;^A  ;r,  ,.4tVi  -^n  A  manor  Junction.     A  33,000-volt  branch  line  has  been 

main  power  plant.     The  station  is  also  tied  in  with  an  J             ■  <.  *     4.t,      •     i        u  .-  ,-•         *■  +u^  :^^a 

^         .j.-u*       •        j-f  -K-f,- .,^f,.,r.,-v    nf  run  from  this  point  to  the  single  .substation  at  the  load 

mter-connected    high    tension    distribution    network    ot  r   ,,        ,    ,  -c     .•           t-u         i   ^  4.-              *  •   „ 

,     u  .u     \   1             -D           e   T-  ut  r„„,..n.,,r  I'c  a  ..nit  center   of   the   electrification.     The   substation   contains 

which  the  Arkansas  Power  &  Light  Company  is  a  unit.  ,^      t      ,             i            u 

i>  .            ^      J  t^vo  500-kw..  750-volt,  shunt-wound,  synchronous  con- 

*"  verters  permanently  operated  in  series  to  supply  1,500 

T  /-»rYrti  t-»  rt  "R  o  i  1  fr»ci  r1  Tc  P'lpT'f'ri'fiprl  volts  direct  current  to  the  trolley.     With  the  exception 

Logging  is.auroaa  is  ciectrmeu  ^^^  ^  ^^_^^^^^  ^^^^.^^^  ,^^^^  ^^^p^.^^  ^^^^^^^^^  ^^^^  ^^^^.^^ 

UNIQUE  among  the  electrification  programs  carried  is    fully  automatic.      It   is  designed  to  carry    1^   times 

on  by  many  of  the  short-line  railroads  is  that  of  the  full  load  for  two  hours  and  a  momentary  rating  of  300 

logging  railroad  of   the  Red   River   Lumber   Company,  per  cent.     A  selector-type  train  dispatching  system  pro- 

The  center  of  operations  of  this  company  is  at  West-  vides  the  remote  control  feature. 

wood,  Cal.,  in  the  heart  of  the  white  pine  forests  in  the  Because  the  logging  equipment  necessitated  a  large 
northeastern  part  of  the  state.  Nearly  25,000  loaded  overhead  clearance  the  distribution  system  was  designed 
cars  of  logs  are  transported  each  season  to  the  mill  at  with  an  oflFset  trolley.  The  trolley  wire  is  19  ft.  3  in. 
Westwood  from  Chester,  over  17  miles  of  standard  gage  above  the  track  and  offset  9  ft.  from  the  track  center, 
road.  In  addition  to  the  main  line  over  this  distance.  A  modified  simple  catenary  suspension  is  used.  For  the 
there  are  also  four  passing  tracks,  totaling  approximately  greater  part  of  the  distance,  a  300,000  circ.mil  copper 
6,000  ft.  in  length.  The  electrification  program  of  the  feeder  is  utilized  as  a  messenger  wire.  Two  parallel 
company  includes  these  passing  tracks  besides  the  main  contact  wires  of  No.  0000  copper  are  used,  each  of  which 
line.  The  change-over  from  steam  to  electric  operation  is  supported  by  alternate  hangers.  Because  of  top- 
was  completed  on  Sept.  15,  1927.  The  principal  elec-  ographical  conditions  it  was  impossible  to  extend  the 
trie  equipment  includes  two  61-ton,  1,500- volt  electric  trolley  along  one  side  for  the  full  length  of  the  line, 
locomotives,  a  two-unit  1.000-kw.  1,500-volt  automatic  To  meet  this  each  locomotive  is  equipped  with  a  double 
substation,  and  overhead  line  material.  acting  side-arm  collector,  whose  normal  position  is  at 
The  two  Baldwin-Westinghouse  locomotives  are  of  the  right  angles  to  the  track.  Air  cylinders  move  the  arm 
steeple  cab  type  and  weigh  61  tons  each.  There  are  four  to  the  right  or  left  as  required.  A  third  cylinder  brings 
driving  axles,  on  each  of  which  is  mounted  a  Westing-  the  collector  shoe  in  contact  with  the  trolley.  Pressure 
hou.se  type  582-FE-5  railway  motor  rated  at  200  hp.  against  the  wire  is  maintained  by  tension  springs. 
The  motors  are  arranged  for  field  control  and  are  direct  Trains  of  loaded  cars  are  made  up  and  delivered  to 
geared.  Although  each  locomotive  is  a  complete  unit,  the  the  electrified  main  lines  by  steam  and  Diesel-electric 
cabs  are  arranged  for  multiple-unit  operation  by  means  locomotives.  As  an  overhead  system  would  interfere 
of  train  line  receptacles  and  jumpers  and  a  power  bus  with  the  switching  of  logging  equipment  on  flat  cars, 
line  between  the  two  units.  The  two  cabs  working  in  these  locomotives  also  handle  the  trains  from  the  transfer 
multiple  haul  20  loaded  cars  of  logs  over  the  17-mile  main  at  the  Westwood  end  of  the  electrification.  Empty  cars 
line  in  approximately  75  minutes,  giving  a  schedule  speed  to  be  returned  are  handled  in  a  similar  manner. 


The  two  locomotives  of  the  Red  River  Lumber  Company  pulling  a  train  of  twenty  loaded  cars 


728 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.m 


Bonuses  Promote  Efficiency 
on  Denver  Tramway 

Trainmen  with  satisfactory  records  at  end  of  the 

month  receive  a  bonus  of  2  cents  per  hour. 

Five  banquets  are  tendered  each  year 

YEARS  ago  a  merit  and  demerit  system  was  adopted 
on  the  Denver  Tramway  System.  The  plan  of  giving 
minus  points  for  rule  violations  and  giving  plus  points 
for  good  records  has  proved  an  effective  means  of  secur- 
ing safe  and  efficient  operation  on  the  system.  The  train- 
men with  good  records  are  given  a  cash  bonus  at  the 
end  of  each  month  and,  in  addition,  a  banquet  is  given 
at  the  end  of  each  three  months  for  the  division  with  the 
best  record.  Also,  a  banquet  is  held  each  year  for  the 
trainmen  who  have  maintained  a  clear  record  for  each 
month  during  the  year. 

From  one-half  to  ten  minus  points  are  assessed  against 
a  trainman  for  any  violation  of  a  rule.  A  violation  de- 
serving a  greater  penalty  than  ten  points  means  discharge. 
For  operating  any  one  month  without  minus  points,  five 
plus  points  are  allowed.  If  the  trainman  has  less  than 
five  minus  points,  the  diflference  between  the  number 
assessed  and  five  are  given  as  plus  {X)ints.  The  plus 
points  give  a  trainman  an  opportunity  of  reducing  the 
number  of  minus  points  or  clearing  his  record  entirely. 
A  permanent  trainman,  after  serving  a  six  months'  pro- 
bationary period,  is  given  a  bonus  of  2  cents  per  hour, 
providing  his  record  shows  ten  or  less  minus  points  at 
the  end  of  the  month. 

An  additional  bonus,  competitive  by  divisions,  of  which 
there  are  four,  is  oflFered  in  the  form  of  a  banquet  to  the 
division  operating  most  efficiently  for  a  three  months' 
period.  The  divisions  are  judged  by  the  following 
rating : 


Item  Per  Cent 

Adherence  to  schedule 35 

Reduction  of  accidents   20 

Elnergy  saving   20 

Reduction  of  complaints  10 

Appearance  of  trainmen   5 

Appearance  of  equipment 5 

Condition  of  division  headquarters   2 

Reduction  of  guarantee  paid   2 

Reduction  of  division  expense   1 

Total    100 


Besides  the  four  banquets  held  annually  for  the  most 
efficient  divisions,  a  fifth  is  held  at  the  end  of  each  year 
for  the  100  per  cent  men  of  the  system — those  who  main- 
tain a  clear  record  at  the  beginning  of  each  month  during 
the  year.  Interest  in  these  banquets  is  indicated  by  the 
increase  in  those  eligible  to  attend.  In  1926  the  100  per 
cent  banquet  was  attended  by  168  out  of  a  total  of  774 
trainmen,  while  in  1927  the  banquet  was  attended  by  237 
out  of  a  total  of  776.  These  banquets  are  enjoyed  by 
both  men  and  management  and  a  spirit  of  good  will 
prevails. 

The  1927  banquet  was  held  at  the  Albany  Hotel,  with 
Superintendent  of  Transportation  J.  L.  Adams,  as  toast- 
master.  He  introduced  the  officials  and  department  heads 
of  the  company,  including  the  president,  chief  surgeon, 
general  attorney,  chief  engineer,  auditor,  purchasing 
agent,  superintendent  of  power,  traffic  manager,  claim 
agent,  property  agent  and  the  assistant  treasurer — all  men 
with  whom  the  trainmen  do  not  often  come  in  contact  in 
the  course  of  their  work. 


The  outstanding  number  of  the  program  was  an  address 
by  President  H.  S.  Robertson,  which  consisted  of  a  re- 
view and  explanation  of  the  litigation  with  the  city  con- 
cerning fares  and  franchise  rights.  The  trainmen  wel- 
comed the  talk  as  a  matter  of  information  and  appreciated 
the  confidence  reposed  in  them  by  a  personal  explanation 
of  the  corporation's  side  of  the  question. 

A.  Downing,  representing  the  trainmen,  spoke  on  the 
troubles  of  a  trainman,  or  the  effort  required  to  maintain 
a  100  per  cent  record.  With  a  liberal  amount  of  enter- 
tainment by  home  talent  to  top  oif  the  evening,  the 
banquet  was  pronounced  most  enjoyable. 


A  Deadly  Geometrical  Proposition 

UNDER  the  caption  "Let  the  Train  Pass"  the  Penn- 
sylvania Nezvs,  employees'  newspaper  of  the  Eastern 
region  of  the  Pennsylvania  Railroad,  invites  the  reckless 
driver  to  figure  out  this  mathematical  problem.     It  has 


BOTH  AUTOMOBILE 
AND  TRAIN  MEET  AT 
CROUINGATSAMETIME 


/tinoMOBiif  Speed  zsmius 

PER  HOUR.  36%  FEET 

PER  SECOND 


Train  Speed  so  Miles  per  hour 

73>i  FEET  PER  SECOND 


two  answers,  death  or  safety,  and  may  well  be  applied 
to  the  interurban  grade  crossing.  The  drawing  it 
credited  to  the  Aetna  Life  Insurance  Company. 


Automatic  Switch  and  Shift  of  Motor- 
men  Reverse  Train  in  30  Seconds 

IN  THE  subway  system  at  Sydney,  New  South  Wales, 
Au.stralia,  an  ingenious  system  has  been  adopted  for 
turning  the  trains  at  St.  James  Station,  where  there  are 
stub  tracks  and  crossovers  for  passing  trains  from  the 
down  to  the  up-track.  After  a  train  has  discharged  its 
passengers  at  this  .station,  an  automatic  track  switch  passes 
it  to  a  stub  track,  after  which  another  automatic  track 
switch  permits  it  to  proceed  in  the  opposite  direction  to 
the  platform  on  the  other  track. 

To  economize  time,  motormen  are  changed  during 
the  process.  The  motorman  who  is  to  take  the  train  on 
the  return  trip  boards  it  at  the  rear  platform  of  the  last 
car  at  the  platform  where  passengers  are  being  dis- 
charged. While  he  is  adjusting  his  equipment  the  motor- 
man  who  has  been  in  charge  of  the  train  runs  it  on  to 
the  stub  track.  On  the  return  trip,  the  second  motorman, 
who  is  then  at  the  front  end  of  the  train,  runs  it  to  the 
loading  platform  where  the  first  motorman  leaves  to  cross 
the  tracks  and  take  another  train  back. 

The  time  required  in  the  whole  operation  of  reversing 
the  train  is  only  30  seconds. 


Installing  a  pair  of  wheels  in  a  truck  in  the  intermediate  repair  section  of  the  Coney  Island  shops.     Repair  work  is  done  with  the 
trucks  on  stands,  to  raise  them  to  a  convenient  height  for  the  workmen 


TRUCK  REPAIRS 
Put  on  a  High-speed  Basis 

By  Clarence  W.  Squier 

Associate  Editor  Electric  Railway  Journal 


In  the  intermediate  truck  repair  section  of  the  Brooklyn-Manhattan 
Transit  Lines'  Coney  Island  shops  repaired  trucks  are  substituted  imme- 
diately for  those  removed  so  that  cars  are  not  withheld  from  service 


WHEN  repairs  to  car  trucks  of  the  Brooklyn- 
Manhattan  Transit  Lines  are  necessary  between 
regular  overhaulings,  they  are  made  in  the  inter- 
mediate truck  repair  section  of  the  Coney  Island  shops. 
The  methods  used  are  quite  different  from  those  common 
in  other  railway  shops  in  that  trucks  are  changed  from 
one  car  body  to  another.  Cars  whose  trucks  require  re- 
pairs are  not  withheld  from  service  but  are  brought  into 
the  shop,  the  defective  trucks  are  removed  and  replaced 
by  others  in  good  condition,  and  the  cars  are  then  re- 
turned to  service  without  delay. 

In  considering  this  method  it  might  appear  that  a  large 
number  of  spare  trucks  would  be  needed.  On  the  con- 
trary, as  the  work  is  carried  out  on  the  Brooklyn-Man- 
hattan Transit  Lines,  only  six  spare  trucks  have  been 
found  necessary,  besides  those  actually  required  for  car 
bodies,  to  take  care  of  the  truck  repairs  for  the  900  sub- 


way motor  cars,  50  subway  trailer  cars  and  121  triplex 
units  which  are  operated  on  the  system.  The  reason  is 
that  trucks  from  cars  which  are  in  the  shop  for  general 
overhauling  and  repainting  are  used  to  carry  out  truck  re- 
pair work.  This  releases  enough  trucks  so  that  twenty  can 
be  placed  in  the  repair  section  and  worked  on  at  one  time. 

The  facilities  and  methods  used  make  it  possible  to 
carry  on  the  truck  repair  work  continuously  and  to  or- 
ganize the  shop  forces  along  the  most  effective  lines. 
Returning  cars  to  service  quickly  or  making  them  avail- 
able for  service  without  delay  is  the  feature  around 
which  the  plan  for  repair  work  has  been  built.  Any 
additional  cost  for  spare  equipment  to  carry  out  the 
program  will  be  met  several  times  over  by  the  added 
revenue  from  the  increased  service  obtained  from  cars. 

The  intermediate  truck  repair  section  is  480  ft.  x  80  ft. 
This  long  section  has  an  electric  drop  pit  transfer  table, 


I 


729 


730 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  N0A8 


For  removal  of  trucks,  cars  are  brought 
into  the  repair  section  on  a  single  track 
with  a  drop-pit  transfer  table  at  the  cen- 
ter. Two  overhead  cranes  operate  in 
conjunction  with  the  drop-pit  transfer 
table  for  truck  removal 


The  transfer  table  is  provided 
with  two  tracks  so  that  one 
truck  can  be  moved  into 
position  for  installing  at 
the  same  time  that  another 
is  removed  from  the  car 


Overhead 

traveling 

cranes  handle 

trucks 

between 

the  transfer 

table  and 

the  truck 

repair  stand 


May  5,  1928 


ELECTRIC   RAILWAY  JOURNAL 


731 


Workmen  guide  the  motor  so  that  the  motor  axle  suspension  scats 
properly  as  the  motor  is  handled  by  an  overhead  crane 


which  runs  across  its  center.  All  trucks  enter  and  leave 
the  repair  department  by  this  transfer  table,  being  han- 
dled to  and  from  the  twenty  repair  stands  on  which  the 
work  is  done  by  two  15-ton,  overhead-traveling,  cranes. 
Ten  of  the  truck  repair  stands  are  placed  in  each  of  the 
sections  on  either  side  of  the  transfer  table.  Along  the 
two  sides  of  the  section  are  numerous  cabinets,  material 
racks  and  bins,  workmen's  benches,  machine  tools,  rivet 
heating  furnaces  and  miscellaneous  equipment  used  in 
the  repair  work. 

Motor  leads  and  brake  rigging  of  trucks  which  are  to 
be  repaired  are  disconnected  in  the  inspection  shop,  which 
adjoins  the  truck  repair  section,  so  that  removal  is  easy. 
Most  of  the  subway  cars  of  the  Brooklyn- Manhattan 
Transit  Lines  are  operated  in  groups  of  three.     These 


are  handled  as  units,  being  kept  together  and  shopped  at 
the  same  time.  Whenever  it  is  necessary  to  remove  a 
particular  truck  the  three  cars  are  brought  in. 

The  track  over  which  the  cars  come  in  has  an  electric 
drop-pit  table,  supplied  by  the  Whiting  Corporation, 
Harvey,  111.  This  is  operated  in  conjunction  with  two  spe- 
cial overhead  cranes  supplied  by  the  Box  Crane  &  Hoist 
Corporation,  Philadelphia,  Pa.  The  cranes  have  L-shaped 
hooks  to  support  the  car  body  while  a  truck  is  removed 
or  replaced.  When  removing  a  center  truck  from  an 
articulated  unit  it  is  necessary  to  support  the  ends  of 
two  car  bodies  at  the  same  time,  so  there  are  two  15-ton 
overhead  cranes  with  two  sets  of  supporting  arms.  The 
crane  equipment  extends  over  the  truck  removal  track 
and  is  fitted  with  trolleys  and  appliances  for  convenient 
operation.  The  cranes  are  equipped  for  longitudinal  and 
transverse  movements  but  not  for  vertical  motion  as  this 
is  taken  care  of  by  the  drop-pit  table.    The  entire  equip- 


Bolts  are  installed  under  journal  boxes  quickly  by  means  of  a 
lever  attachment  that  compresses  the  spring  between  the  truck 
frame  and  the  top  of  the  journal  box 


Stirrups   fit  over  the  ends   ot   elliptic  springs  and   iittmg   by  the 
crane  compresses  them  so  that  they  fall  into  position  readily 


ment  for  the  overhead  cranes  and  the  electric  drop-pit 
table  is  controlled  electrically  from  a  station  on  the  floor 
alongside  the  drop  pit. 

The  electric  drop-pit  table  is  supported  on  four  up- 
right screws.  The  lower  ends  of  these  screws  rest  in 
blocks  in  a  wheeled  truck  which  runs  on  a  track  in  the 
pit.  Motors  for  the  raising,  lowering  and  transverse 
movements  are  mounted  on  the  table,  but  are  controlled 
from  a  stand  on  the  floor  of  the  overhauling  shop.  Lock- 
ing bars  take  the  live  load  while  the  train  is  moving 
across  the  table. 

After  the  train  has  been  placed  so  that  the  truck  to  be 
removed  is  in  the  center  of  the  table,  the  table  is  elevated 
enough  to  give  clearance  for  easy  insertion  of  the  body 
holding  hooks  from  the  crane.  The  locking  levers  are 
then  released.  There  is  an  electrical  interlock  so  that  the 
table  cannot  be  lowered  until  the  locking  bars  are  en- 
tirely unlocked  or  locked.  The  table  is  then  lowered  to 
give  clearance  for  removal  of  the  truck,  and  then,  along 
with  the  truck,  it  is  moved  transversely. 

As  the  transfer  table  has  two  surface  tracks  a  truck  in 
good  order  can  be  placed  on  one  track  before  a  train  is 
brought  in  while  the  truck  being  removed  will  be  placed 
on  the  other  track.  The  transverse  movement  of  the 
drop-pit  table  which  takes  out  the  defective  truck  thea 


732 


ELECTRIC   RAILWAY  JOURNAL 


Vol.7].,  N0A8 


With  a  truck  bolster  on  a  special  stand  the  drilling  {or  filler 
blocks  is  done  quickly 


brings  the  second  truck  into  ])osition.  so  that  the  table 
can  be  raised  again  and  the  new  truck  placed  in  position 
under  the  car  body.  The  shop  section  adjacent  to  the  pit 
table  has  three  short  spur  tracks  which  line  u\>  with  those 
on  the  table  in  either  of  its  two  stationary  positions. 
Trucks  can  thus  be  run  on  and  off  the  table  and  left  on 
the  spur  tracks  until  it  is  convenient  to  handle  them  with 
the  traveling  cranes.  A  truck  can  be  dropped  out  of  a 
car  and  a  new  one  installed  in  a  very  short  time  without 
uncoupling  cars. 

Control  equipment  has  been  ordered  for  this  section 
so  that  trucks  can  be  moved  to  and  from  the  transfer 
table  under  their  own  power.  This  equipment  consists 
of  contactors  and  resistors  controlled  from  push  button 
stations  alongside  the  tracks.  A  single  lead  will  supply 
power  to  the  truck  to  be  moved. 

At  present  the  truck  repair  section  has  a  working  force 
of  20  men  during  the  daytime  and  21  men  at  night  and 
the  section  repairs  an  average  of  from  20  to  25  trucks 
per  day.  Running  rej>airs  are  made  only  and  no  general 
overhauling  is  attempted.     Some  of  the  defects  which 


require  removal  and  repair  of  trucks  are  grounded  or 
flashing  of  motors  or  armatures,  burned  oft'  motor  leads, 
grounded  brush-holders,  worn  wheels  or  those  with  sharp 
flanges,  worn  spring-])lank  hangers,  worn  shoe  head 
hangers,  broken  or  worn  axle  l)earings.  loose  rivets  and 
worn  pedestal  liners. 

A  simple  but  effective  record  system  is  used  for  notify- 
ing the  shop  that  repairs  are  required,  for  ordering  in 
the  cars,  for  supplying  information  for  a  permanent  rec- 


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The  riveting  crews  make  up  ends  for  truck  frames  and  bolsters 
when  not  working  on  the  trucks 


Journal  boxes  are  packed  with  a  pneumatic  gun.  This  mctliud  is 
less  fatiguing  to  the  workmen  and  gives  tighter  packing  for 
the  waste 

ord  of  truck  or  motor  changes,  and  for  showing  the  class 
of  work  done  during  each  repair  period.  Two  card 
record  systems  give  immediate  information  as  to  the 
location  of  any  particular  truck.  One  of  these  is  ar- 
ranged by  car  numbers  and  the  other  by  truck  numbers. 
The  car  cards  show  the  trucks  in  and  out  together  with 
dates.  The  truck  cards  give  the  nimiber  of  cars  in  which 
the  trucks  are  installed  or  removed  together  with  date. 
The  drop  table  operator  records  the  trucks  as  they  are 
removed  and  installed.  There  are  two  sets  of  books  so 
that  one  may  be  worked  on  in  the  office,  while  the  other 
is  in  use  at  the  transfer  table.  These  books  are  arranged 
with  columns  for  the  number  of  the  truck,  the  car  from 
which  it  is  removed,  the  time  of  removal,  the  number  of 
the  truck  which  is  used  for  replacement,  and  the  time 
that  it  goes  under  the  car. 

Attention  has  been  given  to  labor  saving  tools  so  that 
the  men  may  work  efficiently,  and  so  that  many  of  the 
operations  may  be  performed  by  a  single  man,  where 
otherwise  several  would  be  needed.  Many  devices  have 
also  been  worked  out  to  assist  in  doing  the  work  quickly 
and  with  few  men.  One  example  of  such  equipment  is 
a  lever  device  which  is  used  to  compress  the  coil  .spring 
underneath  the  truck  frame  and  on  top  of  the  journal 
box  while  a  binder  bolt  is  put  in  position  under  the 
journal  box.  This  device,  shown  in  an  accompanying 
illustration,  has  a  block  which  rests  on  the  truck  frame. 
The  short  end  of  the  lever  has  a  link  with  a  hooked  end 
which  fits  into  the  inside  of  the  wheel  rim.  A  man  push- 
ing down  on  the  extreme  end  of  the  lever  can  then  com- 
press the  spring  sufficiently  .so  the  binder  bolts  can  be 
put  in  position. 

Fixtures  are  used  for  seating  the  elliptic  springs  ii} 
position  in  the  spring  plank  and  also  in  the  bolster.    To 


Max  5.  1928 


ELECTRIC  RAILWAY  JOURNAL 


733 


Motor  suspension  axle  bearings  are  kept  in  cabinets  and  are  marked  with  exact  dimensions  so  that  they  can  be  fitted  readily  as  needed. 

Accurate  gaging  is  done  on  a  bench 


get  them  in  place  they  must  l)e  compressed.  Stirrups  fit 
over  the  ends  of  the  springs  and  with  a  chain  connec- 
tion between  the  two,  the  overhead  crane  lifts  and  so 
compresses  the  springs  and  they  can  he  forced  into  place 
readily. 

An  accompanying  illustration  shoivs  a  stand  that  is 
used  for  supporting  holsters  during  drilling.  This 
stand  rests  on  the  floor  alongside  the  drill  press  with  the 
center  of  the  holster  resting  on  the  top.  The  workman 
can  then  rotate  and  move  it  into  a  position  for  drilling. 

A  crew  of  three  men  does  the  riveting.  When  not  at 
work  on  the  trucks  these  men  make  up  spare  ends  for 
trucks,  transoms,  etc.,  so  that  these  parts  are  ready  to 
he  installed  whenever  a  defective  one  needs  replacement. 
Packing  of  journal  boxes  is  speeded  up  considerably 
through  the  use  of  a  pneumatic  gun  with  a  packing 
iron.  This  method  also  results  in  tighter  i)acking  and 
is  less  tiresome  to  the  workman. 

Journal  bearings  and  motor  axle  bearings  are  fitted 
in  the  truck  repair  section.  Kach  bearing  is  fitted  to 
its  particular  axle,  but  to  speed  up  repairs  bearings  are 


bored  out  to  certain  standard  sizes  that  are  used  most 
frequently.  The  diameter  of  a  new  motor  suspension 
axle  seat  is  6^  in.  and  the  minimum  diameter  to  which  it 
is  permitted  to  wear  is  6|  in.  The  bore  of  bearings  will 
then  vary  between  these  extremes.  The  man  responsible 
for  the  fitting  of  bearings  tries  to  keep  at  least  one  bear- 
ing of  each  size  on  hand.  These  bearings  are  marked 
carefully  with  the  exact  bore  and  are  stored  in  locked 
cabinets  at  the  .side  of  the  truck  repair  section. 

.^s  axles  come  out  of  trucks,  the  bearing  fits  are  trued 
u])  if  they  have  worn  tapered  to  any  ap]:>reciable  extent. 
There  are  thus  two  general  classes  for  bearings.  First, 
to  fit  new  and  worn  bearing  seats,  sizes  6.550  in.,  6.540 
in.  and  6.525  in.  are  used  most  frecjuently,  and  second, 
to  fit  turned  and  worn  bearing  seats  sizes  6.490  in., 
6.468  in.  and  6.438  in.  are  needed  most  often.  In  fitting 
axle  bearings  the  bore  is  kept  between  limits  of  0.0025 
and  0.003  in.  per  inch  diameter  larger  than  the  axle  seat. 

To  insure  a  correct  fit,  motor  axle  bras.ses  are  clamped 
in  position  between  the  motor  frame  and  the  axle  cap 
with  the  latter  bolted  tightly.     The  bore  is  then  gaged 


The  two  halves  of  axle  bearings  are  bored  out  at  one  operation  in  a  vertical  boring  mill 


734 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  N 0.18 


carefully,  after  which  the  axle  caps  are  taken  off,  the 
axle  put  in  position  and  the  bearings  and  axle  caps  then 
installed  permanently. 

Sometimes  it  is  found  that  the  bore  is  reduced  in 
size,  because  of  the  squeezing,  as  much  as  0.006  in.  Axle 
bearings  are  of  bronze  without  babbitt  lining.  The 
manufacturers  furnish  them  finished  to  correct  dimen- 
sions on  the  outside  and  rough-bored  on  the  inside. 

Axle  bearings  are  bored  in  the  truck  repair  section 
with  a  vertical  boring  machine,  as  bearings  can  be 
mounted  for  machining  more  quickly  and  conveniently 
in  a  vertical  position  than  horizontally.  The  bearing 
revolves  instead  of  the  boring  bar  and  this  results  in 
more  accurate  machining. 

Truck  journals  have  a  diameter  of  5  in.  when  new 
and  are  not  permitted  to  wear  less  than  4-J  in.  Only 
one  size  of  journal  bearing  is  used.  This  has  a  ^  in. 
babbitt  lining. 

-^ 

Freight  Locomotive  for 
Suburban  Service 

INCREASED  suburban  freight  business  in  Tuscaloosa, 
Ala.,  necessitated  the  building  of  a  locomotive  for  the 
Alabama  Power  Company.  The  railway  system  in 
Tuscaloosa  transfers  freight  cars  for  three  railroads  and 
a  large  barge  line,  and  in  addition,  serves  about  40  whole- 
sale and  manufacturing  customers. 
.The  locomotive,  which  weighs  69,000  lb.  complete,  is 


Locomotive  of  the  Alabama  Power  Company  used  in  belt-line 
freight  service  in  Tuscaloosa,  Ala. 

equipped  with  four  Westinghouse  310-C,  75-hp.  motors, 
double-end  HL  control  and  two  braking  systems. 
Sufficient  tractive  effort  is  available  to  haul  a  500-ton 
trailing  load  over  the  suburban  trackage. 

The  type  480  switch  group,  reverser  and  control 
resistor  are  mounted  inside  the  cab  on  an  angle  iron 
frame,  so  that  covers  are  unnecessary  for  the  switch 
group  and  reverser.  As  a  safety  precaution,  the  entire 
assembly  is  inclosed  in  a  wire  cage  with  removable  sec- 
tions. Resetting  of  the  overload  trip  is  effected  through 
an  opening  in  the  cage.  Grid  resistors  are  mounted  under 
the  locomotive. 

Two  separate  braking  systems  are  used.  Straight  air 
is  used  on  the  locomotive  only,  while  the  automatic  valve 
controls  the  brakes  on  the  trailing  load.  Thus,  while 
pulling  a  load,  all  braking  occurs  on  the  trailing  freight 
cars.  This  plan  saves  wheels  and  brake  shoes,  and 
eliminates  flat  wheels  on  the  locomotive. 

The  cab  is  built  of  steel  with  a  floor  of  concrete,  using 


Interior  of  the  locomotive.     As  a  safety  precaution,  the  control 
apparatus  is  inclosed  in  a  wire  cage 

a  1:2:3  mixture,  reinforced  with  |-in.  corrugated  steel 
rods.  A  strip  of  linoleum  covers  the  floor.  The  weight 
of  the  floor  adds  to  the  effective  weight  of  the  locomotive. 
One  crew  of  three  men  handled  10,000  cars  on  the 
Tuscaloosa  system  during  the  past  year,  with  an  average 
revenue  for  each  car  movement  of  $4.  This  additional 
revenue  from  the  belt  line  freight  service  has  made  the 
street  railway  system  a  profitable  operation.  The  erection 
of  a  large  paper  mill  and  a  milk  condensing  plant  will 
increase  the  carload  business  to  such  an  extent  that  a 
similar  locomotive  will  be  added  this  year. 


Improved  Hose  Bridge  Built 
at  Los  Angeles 

RECENTLY  an  improved  tyjie  of  hose  bridge  has 
.been  designed  and  built  by  the  engineering  depart- 
ment of  the  Los  Angeles  Railway,  Los  Angeles,  Cal. 
Care  was  taken  to  eliminate  scraping  or  binding  of  car 
wheels  on  the  underframe.  As  the  illustration  shows, 
the  first  wheel  is  on  top  of  the  bridge  and  the  second 
wheel  at  a  pitch  or  degree  that  prevents  the  first  wheel 
from  coming  in  contact  with  the  underframe  of  the  car. 
Each  bridge  is  composed  of  six  pieces,  four  ends  and 
two  centers,  and  will  take  five  lines  of  3-in.  fire  hose. 
The  four  end  pieces  weigh  about  148  lb.  each  and  the 
center  pieces  about  40  lb.  each.  Two  men  can  assemble 
a  bridge  quite  easily.  The  length  over  all  is  21  ft.  7  in., 
and  the  height  is  4|  in. 


Easy  grade  of  hose  bridge  prevents  wheels  scraping  on 
car  underframe 


Rules  to  Guide  Executive  Action 

Pamphlet  on  executive  duties  issued  by  North  Shore  Railroad.    Somewhat 

similar  rule  books  on  proper  treatment  of  customers  also 

published  for  the  use  of  ticket  agents  and 

one-man  car  operators 


PART  of  the  service  improvement  program  of  the 
Chicago,  North  Shore  &  Milwaukee  Railroad  has 
been  the  development  of  a  rule  book  on  executive 
standard  practice,  outlining  the  duties  of  the  executives. 
The  book  is  divided  into  five  sections  and  contains  a  col- 
lection of  principles  for  supervisory  men  to  follow  in 
their  relations  with  subordinates.  Rule  books  along  the 
same  lines  have  been  prepared  for  the  use  of  ticket  agents 
and  safety  car  operators. 

The  book  on  executive  standard  practice  is  the  result 
of  sixteen  conferences  conducted  with  the  supervisory 
force  of  the  company  by  those  in  charge  of  the  com- 
pany's service  improvement  program.  The  purpose  of 
these  conferences  was  to  develop  the  best  methods  of 
obtaining  from  employees  the  prompt  and  faithful 
execution  of  all  orders,  and  at  the  same  time,  of  foster- 
ing a  spirit  of  good-will  and  co-operation  between  em- 
ployers and  employees. 

The  conference  method  was  used  in  securing  this 
information  because  it  seemed  the  least  formal  and  most 
effective  way  of  obtaining  it.  Stenographic  notes  were 
made  at  the  conferences,  and  sufficient  discussion  devel- 
oped on  each  of  the  various  topics  to  give  a  composite 
idea  of  the  opinions  of  those  in  the  group  interviewed 
on  the  best  way  of  meeting  various  definite  situations. 
At  the  close  of  the  conferences,  each  person  attending 
received  a  questionnaire  on  the  subjects  considered,  and 
was  asked  to  fill  it  out  and  return  it.  Later,  the  replies 
from  these  questionnaires  .were  combined  with  the 
stenographic  notes  of  the  interviews  to  form  the  basis 
for  the  pamphlet  on  standard  practice.  The  question  and 
answer  form  was  used,  because  it  was  thought  to  be 
most  easily  read  and  to  be  more  interesting  than  cold 
statements. 

The  pamphlets  on  standard  practice  for  ticket  agents 
and  safety  car  operators  were  developed  in  the  same 
way.  The  conference  leader  used  a  carefully  prepared 
outline,  so  that  the  conferences  could  be  properly  directed 
and  controlled. 

To  ascertain  to  what  extent  the  pamphlets  are  read 
and  understood,  checks  are  conducted  from  time  to 
time.  Questions  based  on  the  pamphlets  are  asked  in 
printed  form  and  three  answers,  one  of  which  is  correct, 
is  furnished  for  each  question,  the  employee  being  asked 
to  check  the  answer  which  he  thinks  is  correct.  In  this 
way,  much  time  is  saved.  As  a  matter  of  fact,  a  review 
check  for  safety  car  operators  requires  only  one  hour 
and  45  minutes,  whereas  if  the  operators  had  simply  the 
questions  before  them  and  had  to  write  the  answers, 
much  longer  time  would  be  required,  and  the  work  in 
itself  would  be  less  interesting. 

Contents  for  Executive  Practice  Pamphlet 

This  publication  contains  a  collection  of  the  principles 
intended  to  guide  all  the  men  in  the  company  in  su- 
pervisory work  in  their  relation  with  subordinates.   The 


company  realizes  that  a  mere  knowledge  of  the  principles 
will  not  in  itself  make  a  man  a  capable  executive.  To  be 
so  requires  courage,  intelligence  and  other  important 
qualifications,  such  as  character  and  personality.  How- 
ever, it  is  believed  that  the  executive  who  takes  up  these 
principles  one  by  one  to  study  and  use  them  in  a  prac- 
tical way  will  find  himself  gradually  becoming  a  better 
leader.  It  is  also  understood  that  the  material  is  sug- 
gestive only.  In  executive  work  it  is  believed  to  be 
difficult  if  not  impossible  to  make  a  set  of  hard  and  fast 
rules.  The  principles  can  be  expressed,  but  good  judg- 
ment in  applying  them  is  essential. 

The  book  on  executive  practice  is  divided  into  five 
sections,  called  respectively,  "Orders  and  Instructions," 
"Enforcing  Orders — Discipline,"  "Getting  Work  Done," 
"Building  Morale,"  and  "Relations  Between  Executives 
and  Subordinates." 

The  first  section  relates  to  the  method  of  giving 
orders  and  seeing  that  they  are  carried  out.  As  it  is 
not,  of  course,  the  purpose  of  this  article  to  reproduce 
the  contents  of  the  pamphlet,  only  one  excerpt  will  be 
made.  It  is  of  the  first  seven  questions,  with  their  an- 
swers, which  follow : 

Excerpt  from  Standards  of  Executive  Practice 
Section  1.    Orders  and  Instructions 

1.  For  what  seven  reasons  do  employees  fail  to  carry  out  orders 
properly  ? 

(a)  Failure  to  understand  because  the  order  was  not  given 
properly  and  clearly. 

(b)  Forgetfulness,  because  so  many  orders  are  issued  and 
issued  so  rapidly  that  some  are  overlooked. 

(c)  Inattention  when  order  was  given,  or  carelessness  in  read- 
ing written  orders,  because  of  a  back-history  of  orders  being 
issued  and  not  followed  up  to  see  that  they  were  carried  out. 

(d)  Indifference  because  the  proper  disciplinary  measures  were 
not  taken  when  previous  orders  were  disregarded. 

(e)  Under-estimating  the  importance  of  the  order. 

(f )  New  men  coming  in  have  not  seen  the  orders. 

(g)  Too  much  or  too  hard  work  is  given. 

2.  In  what  ways  can  an  executive  avoid  these  seven  difficulties  i 

(a)  By  giving  or  writing  orders  clearly  and  accurately. 

(b)  By  issuing  only  such  orders  as  are  necessary. 

(c)  By  following  up  the  orders  to  see  that  they  are  carried  out. 

(d)  By  calling  the  attention  of  employees  to  their  mistakes  or 
failure  to  carry  out  orders. 

(e)  By  taking  proper  disciplinary  action  if  orders  are  ignored. 

(f)  By  explaining  reasons  for  orders  so  that  employees  will 
realize  their  importance. 

(g)  By  seeing  that  new  men  are  advised  of  former  instructions, 
and,  if  possible,  furnished  copies  of  standing  orders. 

(h)  By  being  sure  that  the  employee  is  able  to  carry  out  the 
order. 

3.  What  must  I  do  to  make  my  orders  and  instructions  clear  ? 

(a)  First,  picture  to  myself  the  whole  situation,  step  by  step, 
and  know  exactly  what  I  want  done. 

(b)  Avoid  using  technical  terms,  railroad  slang,  or  big  words, 
unless  I  am  sure  they  will  be  understood. 

(c)  Continue  to  explain  (if  oral)  until  I  am  certain  that  the 
man  understands. 

(d)  In  written  instructions,  avoid  being  concise  at  the  expense 
of  completeness. 

(e)  Use  illustrations,  where  appropriate  and  necessary. 

(f)  Explain  the  reasons  for  giving  the  order,  when  possible. 

4.  How  can  I  tell  when  a  man  understands  my  instructions? 


735 


736 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  NoAS 


(a)  I  can  watch  his  facial  expression  to  see  whether  he  looks 
blank  and  puzzled  or  intelligent.  I  will  not  depend  entirely  upon 
this  method. 

(b)  I  can  ask  him  if  he  understands,  but  he  may  hesitate  to 
confess  that  he  does  not. 

(c)  I  can  judge  his  understanding  by  the  questions  he  asks. 

(d)  I  can  ask  him  to  repeat  the  instructions.  He  may  remcin- 
tipr  them  well  enough  to  repeat  them  but  this  does  not  u.ways 
mean  that  he  understands  them. 

(e)  I  can  have  him  explain  what  he  is  going  to  do.  This  is 
usually  better  than  having  him  repeat. 

(f)  I  can  have  him  show  me  what  he  is  going  to  do.  Very 
often  it  is  not  possible  for  him  to  do  this.  This  works  best  when 
there  is  an  operation  which  he  is  to  repeat  many  times. 

(g)  I  can  ask  him  questions  and  his  answers  will  show  whether 
he  understands.  These  questions  should  come  at  tlie  problem 
from  a  different  angle  so  that  he  will  not  know  the  correct 
answers  unless  he  understands  how  to  carry  out  the  instructions. 

5.  What  are  the  advantages  of  giving  reasons  for  my  orders 
and  instructions  ? 

(a)  Knowing  the  reason  makes  it  possible  to  carry  out  tlie  in- 
structions more  intelligently. 

(b)  If  the  man  knows  the  reason  for  doing  the  job,  he  ma> 
be  able  to  suggest  a  better  way  of  doing  it.  He  begins  to  learn 
to  think  for  himself. 

(c)  The  work  is  more  likely  to  be  done  well. 

(d)  If  the  man  knows  the  reason  he  will  realize  the  importance 
of  the  orders  and  be  less  likely  to  neglect  them. 

6.  Do  executives,  on  the  whole,  give  reasons  for  their  orders 
too  often  or  too  seldom  ? 

Too  seldom.  Orders  are  much  more  likely  to  be  explained  too 
carelessly  than  too  painstakingly. 

7.  How  can  I  get  my  subordinate  to  ask  freely  about  points  he 
does  not  understand? 

(a)  Tell  him,  when  talking  with  him  for  the  first  time,  that 
no  one  can  learn  everything  at  once  and  that  I  expect  him  to  have 
many  questions:  if  there  is  anything  about  which  he  is  at  all 
doubtful  I  want  him  to  come  and  ask  me. 

(b)  Make  it  clear  that  no  one  ever  learns  everything  about 
any  job. 

(c)  When  I  am  explaining,  ask  "Have  I  made  that  point- 
dear?"  instead  of  "Do  you  understand  that?"  He  will  realize 
that  I  assume  it  is  my  job  to  make  him  understand  and  if  he  does 
not  understand  it  is  because  my  explanation  is  not  clear. 

(d)  Make  clear  to  him  that  the  person  who  never  comes  for 
help  is  the  one  who  needs  help  but  doesn't  know  it. 

(e)  Let  my  subordinates  know  that  if  I  make  mistakes  I  am 
willing  to  admit  them.  I  can  best  do  this  by  admitting  error  in 
their  presence  when  I  find  I  am  wrong. 

(f)  When  my  subordinate  comes  to  me  for  help,  let  him  know 
I  am  glad  he  came  and  that  I  want  him  to  come  anv  time  he  is  in 
doubt. 

The  second  section  outlines  the  correct  way  of  main- 
taitiing  a  balance  between  strictness  and  leniency,  of 
delivering  reprimands,  of  explaining  to  employees  how 
to  correct  mistakes,  and  of  determining  the  extent  of 
the  discipline  for  improper  work. 

The  third  .section  relates  to  methods  of  laying  out 
work  for  employees,  the  extent  of  the  personal  help 
which  the  executives  should  give  and  methods  of  get- 
ting work  done  by  employees  in  other  departments. 

The  fourth  section  contains  suggestions  for  the  ways 
in  which  an  executive  can  earn  the  confidence  of  his 
.subordinates  and  teach  them  to  develop  initiative  and 
otherwise  build  up  a  morale.  The  final  section  is  devoted 
to  relations  between  the  executive  and  his  subordinates, 
the  extent  to  which  he  should  enter  into  their  social 
activities,  how  he  may  settle  disputes  between  them  and 
similar  matters. 

Practice  Standard.s  for  Ticket  Agents  and  Car 
Operators  Oiteined  in  Similiar  Pamphlets 

The  standards  of  practice  for  ticket  agents  are  divided 
into  five  divisions:  "Interest  in  the  Customer,"  "Quality 
of  Information,"  "Sj>eech,"  "Politeness"  and  "Ai^pear- 
ance." 

The  first  .section  gives  hints  as  to  how  to  recognize 
certain  types  of  customers,  such  as  daily  riders,  occa- 
sional riders  and  strangers,  and  how  to  help  each  kind ; 


how  to  assist  timid  or  elderly  patrons,  foreigners,  cus- 
tomers in  a  hurry  and  jDeople  with  children ;  suggestions 
on  how  to  talk  over  the  telephone,  methods  of  dealing 
with  angry  or  grouchy  customers,  etc. 

The  chapter  on  information  lists  the  data  which  the 
agent  needs  to  have  about  the  service  and  things  outside 
the  service,  suggestions  on  common  mistakes  made  by 
agents,  either  in  the  way  of  giving  too  much  informa-      j 
flon  or  not  making  the  information  clear,  etc.  ^ 

The  chapter  on  speech  tells  the  kind  of  tone  to  use, 
the  importance  of  speaking  distinctly,  the  common  cau.ses 
for  poor  enunciation,  suggestions  on  selection  of  words 
to  adults,  children,  and  persons  with  little  education,  etc. 

The  chapter  on  politeness  gives  not  only  general  rules 
but  suggestions  for  si)ecial  instances,  as  how  to  acknowl- 
edge a  customer's  thanks,  what  to  do  when  the  agent  has 
to  leave  the  customer  suddenly,  close  an  interview  or 
refuse  a  request,  and  what  to  do  when  he  cannot  hear 
what  the  customer  says. 

The  final  chapter  discusses  what  is  meant  by  neatness 
of  person,  neatness  of  clothing  and  personal  habits,  and 
ways  of  maintaining  good  appearance  while  at  work. 

The  safety-car  operators'  book  was  prepared  primarily 
for  the  men  at  Waukegan  and  relates  almost  entirely  to 
methods  for  maintaining  good  public  relations  in  distinc- 
tion from  the  inforination  on  operation  contained  in  the 
usual  rule  book.  The  chapter  headings  are  the  saine  as 
in  the  handbook  compiled  for  station  agents,  namely, 
interest  in  customers,  quality  of  information,  speech, 
politeness,  and  appearance.  The  topics  are  treated 
diflferently,  of  course,  and  relate  to  the  duties  of  a 
trainman,  rather  than  that  of  a  station  agent. 


Keeping  Coal  Wagons  Off 
the  Car  Tracks 

EFFECTIVli  co-ojjeration  between  the  United  Rail- 
ways &  Electric  Company  of  Baltimore  and  the 
Pikesville,  Md.,  Im])rovenient  Association  has  been 
.shown  by  the  efltorts  of  the  latter  organization  to  pre- 
vent tie-ups  to  cars.  Printed  cards  of  the  type  repro- 
duced herewith  have  been  distributed  to  members  of  this 
association.  Whenever  one  of  them  sees  an  instance 
where  a  coal  wagon  blocks  traffic,  he  makes  out  one  of 
these  cards  and  sends  it  to  the  coal  company  responsible. 


PIKESVILLE  IMPROVEMENT  ASSOCIATION 
PIKESVILLE,  MD 

192 

(icntlemen — 

Our  association  is  appealing  to  coal  companies  to  Co- 
operate for  faster  trolley  transportation,  believing  the  com- 
panies will  do  their  bit  by  making  deliveries  along  arterial 
streets  in  other  than  the  early  morning  and  late  afternoon 
rush  hours. 

Slow  travel  and  tie-ups  on  the  trolleys  cause  reduced 
patronage,  and  reduced  patronage  brings  higher  carfare  to 
those  wild  depend  on  the  cars.  Riders  rage  in\yar(lly  when 
a  coal  truck  holds  up  a  line  of  cars,  containing  iiorhaps 
several  hundred  people.    It  is  a  mark  of  a  hick  town. 

A  delivery  truck  of  your  company  today  held  up  traffic 

on St.    near St,. 

at  about   o'clock.    We  hope  this  happened  through 

an  oversight  on  your  part.     In   fighting   tie-ups,  can't  we 
depend  on  your  company's  aid? 

Yours  very  truly. 

Transportation  Committef, 


May  5, 1928 


ELECTRIC  RAILWAY  JOURNAL 


737 


Fighting  Snow  on  Rapid 
Transit  Lines 

Boston  Elevated  employs  special  equipment  and 

methods  peculiar  to  third-rail  operation 

and    the    location    of    the    tracks 

REMOVAL  of  snow  and  sleet  on  the  rapid  transit 
lines,  though  done  in  a  different  manner,  is  as  impor- 
tant as  on  the  surface  lines.  Many  problems  must  be 
met,  such  as  keeping  the  third  rail  free  from  snow  and 
ice,  sweeping  the  snow  from  the  car  roofs  before  it 
thaws  and  freezes  to  form  icicles,  removing  snow  from 
the  elevated  structure  and  maintaining  schedules.  To 
fight  the  snow  effectively  on  its  rapid  transit  lines,  the 
Boston  Elevated  Railway,  Boston,  Mass.,  uses  special 
equipment  and  methods. 

At  the  beginning  of  a  snow  storm  men  are  dispatched 
from  the  maintenance  division  to  watch  the  switches  at 
junction  points,  in  yards  and  terminals,  and  at  other 
locations  requiring  special  attention.  Men  are  assigned, 
also,  to  assist  station  attendants  in  keeping  station  plat- 
forms and  stairways  clear  of  snow  and  ice. 

At  the  finish  of  the  storm  the  snow  is  removed  from 
yards,  .station  roofs,  subway  and  tunnel  approaches,  the 
East  Cambridge  viaduct  and  the  Lechmere  Square  ter- 
minal, as  well  as  the  car  roofs  and  the  elevated  structure. 

Brushes  Used  to  Clean  Third  Rail 

The  accumulation  of  snow  on  car  roofs  is  removed 
to  prevent  the  formation  of  dangerous  icicles  and  inter- 
ference with  the  action  of  car  doors.  For  this  purpose, 
small  platforms  are  erected  on  either  side  of  one  of  the 
tracks  in  the  Sullivan  Square  yard  and  men  with  brooms 
quickly  remove  the  snow  as  the  trains  are  run  by  the 
platform. 

A  track  car  with  special  brush  equipment  is  run  over 
the  line  from  Everett  to  Forest  Hills  to  clear  the  elevated 
structure  of  snow.  This  removal  eliminates  the  danger 
of  icicles,  which  form  during  thawing  and  freezing 
periods,  and  makes  the  structure  safe  for  track  walkers 
and  inspectors.  Snow  plows  have  been  attached  to  a 
motor  work  car  for  plowing  the  Dorchester  rapid  transit 
extension  when  necessary. 

To  prevent  the  formation  and  accumulation  of  sleet  on 
the  third  rail,  each  of  the  elevated  and  Cambridge- Dor- 
chester cars  is  equipped  with  eight  brushes,  two  attached 
to  each  third-rail  shoe-beam.  They  are  so  arranged  that 
they  can  be  lowered  to  the  third  rail  when  needed. 
The  dimensions  of  the  brush  head  are  8^x3^  in.  It  is 
made  of  hard  wood  and  in  it  are  set  540  flat  steel  bristles. 


End  view  of  the  work  car  with  snow  plow  used 
during  severe  storms 


The  bristles  project  3|  in.  and  are  on  a  bevel.  A  spring 
arrangement  provides  about  40-lb.  pressure  on  the 
brushes  when  they  are  in  position.  When  not  in  use  the 
brushes  are  elevated  1  in.  above  the  third  rail.  The 
brush  equipment  is  installed  on  the  cars  about  Nov.  15 
and  removed  about  April  1. 

Four  flat  cars  on  the  elevated  line  and  four  flat  cars 
on  the  Cambridge-Dorchester  line  also  are  equipped  with 
these  snow  brushes,  from  five  to  seven  brushes  being 
provided  on  each  shoe-beam.  The  flat  cars  are  pushed 
ahead  of  the  passenger  cars  and  are  used  only  in  severe 
storms. 

Hydro-carbon  oil  burners  are  used  for  removing  the 
sleet,  when  the  accumulation  gets  beyond  the  capacity  of 
the  brushes.  Hydro-carbon  oil,  sometimes  called  "liquid 
fire,"  is  approximately  four  times  as  inflammable  as 
gasoline  and  when  ignited  gives  off  an  intensely  hot  flame. 
It  is  very  effective  in  removing  sleet  from  third-rail  or 
track  switches.     The  oil  containers  have  a  capacity  of 


Snow  plows  have  been  attached  to  a  motor  work  car  for  use  on  the  Dorchester  rapid  transit  extension 


738 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.lS 


At  left — The  brush  is  made  of  flat  steel  bristles  set  in  a  hard  wood  block.  Holes  in  the  stem  arc  for  adjustment.  In  center — Two 
snow  brushes  are  provided  for  each  of  the  four  third-rail  shoe-beams  of  the  cars.  At  right — When  the  snow  brushes  fail  to  remove 
sleet  from  the  third  rail,  hydro-carbon  oil  burners  are  used 


3  gal.  each  and  are  equipped  with  a  long  pipe  nozzle  with 
a  suitable  control  valve.  The  burners  are  located  at  all 
the  yards,  terminals  and  barns.  Because  of  the  highly 
inflammable  nature  of  the  oil,  the  equipment  is  isolated 

from  all  buildings. 

^ 

First  Aid  Graduates  in  Chicago 
Number  542 

EMPLOYEES  of  the  Chicago  Rapid  Transit  Com- 
pany, Chicago,  111.,  and  the  three  interurban  electric 
railroads  serving  the  Chicago  metropolitan  area,  the 
North  Shore  Line,  the  South  Shore  Line  and  the  Chi- 
cago, Aurora  &  Elgin  Railroad,  to  the  total  of  542,  com- 
pleted the  course  in  first-aid  training  during  1927  under 
the  supervision  of  the  medical  department,  according  to 
figures  given  out  recently  by  Dr.  Hart  E.  Fisher,  chief 
surgeon.  Leading  the  list  in  number  is  the  Chicago 
Rapid  Transit  Company,  which  during  the  past  year 
graduated  202  men  and  33  women  employees  from  the 
first-aid  course.  The  other  employee-graduates  are : 
North  Shore  Line,  104  men  and  28  women ;  Chicago, 
Aurora  &  Elgin  Railroad,  96  men  and  24  women; 
South  Shore  Line,  47  men  and  8  women.  The  increase 
in  women  graduates  of  the  first-aid  course  is  an  inter- 
esting  feature  of  this  organized  activity. 


1-^ 


New  Car  for  Metropolitan. 
Railway,  London 

ONDON  and  Watford,  a  suburb,  will  be  only  a  30 


/minute  run  apart  when  the  new  subway  cars  oi^erated 
by  the  Metropolitan  Railway,  London,  England,  are  put 
into  service.  The  company  claims  that  this  new  train,  re- 
cently exhibited,  is  the  most  powerful  and  expensive  elec- 
tric subway  train  in  the  United  Kingdom.  It  has  a  maxi- 
mum speed  of  65  m.p.h.,  has  motors  developing  2,500 
hp.,  has  a  tractive  effort  on  starting  of  more  than  30,000 
lb.  and  a  seven-car  train  can  carry  482  passengers  seated. 
One  of  the  chief  design  features  is  that  the  whole  con- 
trol of  its  mechanism,  heretofore  placed  under  a  motor 
coach,  has  been  conveniently  installed  in  a  s])ecial  com- 
])artment  adjacent  to  the  driver's  cab.  This  will  facilitate 
the  handling  of  breakdowns  particularly  in  tunnel  sections 
where  electrical  fault  location  is  very  difficult,  and  will 
permit  temporary  failures  to  be  instantly  remedied.  All 
of  the  company's  rolling  stock  will  probably  be  patterned 
by  this  standard  because  of  the  many  improvements,  in- 
cluding powerful  braking,  better  lighting  and  more  com- 
fortable seats.  The  reason  for  holding  the  exhibition  was 
for  the  purpose  of  allowing  the  public  to  inspect  and 
criticize  the  new  train.  This  new  service  is  expected  to 
prove  ])opular  with  the  people. 


The  new  seven-car  subway  train  for  the  Metropolitan  Railway  of  London  carries  482  passengers  seated  and  has  a 

starting  effort  of  more  than  30,000  lb. 


May  5,  1928 


ELECTRIC  RAILWAY  JOURNAL 


Keyed  Pin  for  Coil  Spring 
Support 

REMOVAL  of  a  semi  -  elliptic 
spring  from  a  truck  was  always 
difficult  in  the  shop  of  the  New  York 
&  Harlem  Railroad,  New  York  City, 
until  a  keyed  taper  pin  was  developed 
as  shown  in  the  cut.  These  springs 
originally  were  supported  by  a  l^-in. 
machine  bolt.     The  threads  of  these 


New  keyed  pin  installed  in  truck 


1 1" 


y 


*^^ 


K- 


3"- 


"^^ 


k-.//--H 


r 


<.... J'  .... 

-  1 

f 

i  ^^t. 

Details  of  pin,  plate  and  key 

bolts  became  badly  rusted  between 
overhauling  periods  so  that  almost 
always  it  was  found  necessary  to  cut 
off  the  rust  before  the  bolts  could  be 
removed.  "This  not  only  wasted  a 
great  deal  of  time  but  usually  resulted 
in  the  destruction  of  the  bolt.  The 
overhauling  was  retarded  as  a  result 
and  the  material  and  labor  expense 
increased  considerably. 

A  keyed  taper  pin  was  designed  and 
adopted  to  prevent  this  trouble.  This 
pin  is  made  of  l^-in.  round  stock  and 
is  tapered  on  one  end  to  1^  in.  A 
ixl;}-in.  slot  is  cut  in  this  pin  about 


1  in.  from  the  bottom  of  the  tapered 
end  for  the  reception  of  a  key. 

The  head  of  the  pin  is  formed  by 
a  |xl^-in.  band  welded  to  the  top. 
When  the  pin  is  installed  in  position 
a  ^x3x3-in.  plate  is  slipped  over  the 
end  of  the  pin  and  rests  against  the 
end  of  the  semi-elliptic  spring.  A 
|x3-in.  key  is  then  inserted  in  the  pin 
slot.  The  top  of  this  key  fits  into  a 
tff-in-  recess  cut  in  the  plate  and  the 
bottom,  being  recessed  -^  in.,  drops 
downward  in  the  pin  slot,  thereby 
locking  it  in  a  fixed  position. 


Trolley  Pole  Rack 

OVERHAULED  trolley  poles  are 
suspended  on  a  wall  rack  near 
the  door  of  the  overhauling  shop  of 
the  Binghamton  Railway,  Bingham- 
ton,  N.  Y.  The  motormen,  trouble 
men  and  shopmen  have  ready  access 
to  the  rack  and  they  know  that  poles 
ready  for  service  will  be  found  in 
this  spot  only.  This  plan  has  elim- 
inated confusion  and  the  possibility 
of  installing  a  pole  which  has  not 
been  overhauled  thoroughly.  The 
weight  of  the  pole  is  suspended  on 


a  hook  made  of  fxl-in.  stock  with  a 
curvature  conforming  to  the  contour 
of  the  wheel.  The  twelve  hooks  are 
bolted  to  a  2-in.  x  6-in.  oak  timber, 
lagscrewed  to  the  brick  wall.  Suf- 
ficient poles  are  kept  on  the  rack  to 
meet  the  daily  requirements. 


Contact  for  Track  Tools 

CONNECTION  to  the  trolley 
wire  to  supply  electrical  con- 
crete mixers  and  other  track  machin- 
ery operated  by  ^  the  trolley  current 
can  be  made  by  the  ingenious  device 
shown  in  the  accompanying  illustra- 
tion. It  was  developed  by  the  Paris 
Surface  Lines  and  is  in  use  on  that 
system.  Particulars  of  it  are  given 
in  a  paper  read  at  the  recent  Mar- 


Convenient  trolley  pole  radc 


This  trolley  current  collector  for  track  nu- 
chinery  does  not  interfere  with  passing 


seilles  convention  of  the  French  as- 
sociation by  M.  Gros,  way  engineer 
of  the  Paris  company.  Its  purpose  is 
to  provide  a  method  of  connection 
that  will  not  interfere  with  the  use 
of  the  overhead  line  by  passing 
trolley  cars.  In  this  particular  it 
is  superior  to  the  ordinary  hook 
"fishing  pole"  that  has  to  be  lifted 
off  every  time  a  car  passes,  delaying 
both  the  cars  and  the  track  work. 

The  current  collector  consists  of 
a  bamboo  pole,  19  ft.  long,  terminat- 
ing in  an  aluminum  gooseneck  that 
carries  a  hinged  clamp  at  its  outer 
end.  The  two  jaws  of  this  clamp  are 
about  10  in.  long  and  each  is  semi- 
cylindrical,  somewhat  like  the  sides  of 
a  trolley  ear,  so  that  when  closed  they 
fit  around  the  wire.  Their  ends  are 
tapered  to  minimize  the  shock  when 
the  trolley  wheel  of  a  car  passes  be- 
neath. 


740 


ELECTRIC   RAILWAY  JOURNAL 


1 


Vol.71,  No.18 


The  jaw  of  the  clamp  attached  to 
the  gooseneck  is  rigid.  The  other 
jaw  is  hinged  and  can  be  opened  by 
a  hemji  cord  long  enough  to  reach 
to  the  foot  of  the  bamboo  pole.  The 
clamp  is  normally  held  closed  by  a 
spring. 

It  was  found  that  with  the  old  hook 
connector  on  a  fairly  bu.sy  line,  cur- 
rent could  be  obtained  for  the  oper- 
ation of  the  track  machinery  during 
only  about  50  per  cent  of  the  time. 
With  the  present  collector,  the  track 
machinery  can  obtain  current  for  100 
per  cent  of  the  time,  and  passing  cars 
are  not  delayed. 


When  your  equipment  is  run 
down,  refer  your  operating  prob- 
lems to  maintenance  physicians 
and  surgeons. 


Tie  Bar  Prevents  Spreading 
of  Pedestal  Jaws* 

By  R.  T.  Chiles 

Master     Mechanic     Cumberland     County 

Power  &  Light  Company,  Portland,  Me. 

BREAKING  of  Brill  51-E-l  truck 
frames  at  the  top  of  the  jx^destal 
next  to  the  bolster  has  been  over- 
come by  the  Cumlierland  County 
Power  &  Light  Company.  Portland, 
Me.,  through  the  installation  of  new 
pedestal  tie  liars.  In  the  accom])any- 
ing  illustrations  one  shows  the 
original  arrangement  and  the  other 
the  improved  type  of  tie  bar.  It  was 
considered  that  the  breakage  was 
due  to  spreading  of  the  pedestal 
jaws  when  brakes  were  applied.  The 
new  jjedestal  tie  bar  extends  entirely 
across  the  pedestal  jaws  and  is  bolted 
to  both  ends  of  the  front  pedestal. 
The  tie  bar  is  made  of  ^xZ^xZ^-in. 
angle.  To  ajiply  it  the  lower  end  of 
the  truck  pedestals  were  evened  uj), 
old  holes  were  filled  in  by  electric  arc 
welding  and  were  then  redrilled.  This 
new  arrangement  has  corrected  the 
trouble. 


Test  Rack  for  Motor 
Coach  Brakes 

By  Eugene  jNI.  Hettinger 

Garage  Foreman   Wisconsin  Pozccr  & 
Light  Company,  Sheboygan,   IVis. 

PROVISION  for  convenient  test- 
ing of  the  four-wheel  brake  equip- 
ment of  Yellow  coaches  was  made  by 
an  assembly  of  pipes  and  valves  in  the 
garage  of  the  Wisconsin  Power  & 
Light  Company,  Fond  du  Lac,  Wis. 
This  layout,  illustrated  here-  _^, 
with,  gives  a  convenient 
means  for  testing  regulating 
valves,  gages,  application 
valves  and  brake 
cylinders.  Previ-  /T^ 

ously,  to  detect  a        ■ 
failure 

in    the     "Zt/'"^ 
motor       i"-''cM.- 

coach 
brake 


^^T^^^'Tr, 


pressor  pumping  into  a  pressure  tank 
of  10x20  in.  of  150-lb.  motor  coach 
type.  As  the  pressure  rises,  the  cut 
out  point  for  the  regulating  valve  is 
indicated  on  the  gage.  Regulating 
valves  are  adjusted  to  cut  out  at 
125  lb.  pressure.  In  making  this  test 
the  plug  in  the  regulating  valve 
bracket,  which  has  a  small  opening 
through  which  the  air  escapes  at 
125  lb.  pressure,  is  replaced  with  a 
street  elbow  turned  to  the  rear  of  the 


pressure 
gage 


a  1  r 
equip- 
ment,   it    was 
necessary  to 

install  the  whole  of  the  equipment 
to    make    a    proper    test.      This 


*Sul>mitted  in  Electric  Railway  Jour- 
nal Prize  Contest. 


Front  Elevation  of 
ftegulating  Valve  CfocM 

entailed  considerable  work  and  often 
the  equipment  required  removal  and 
reinstallation  several  times  in  order 
to  make  final  adjustments.  The 
equijiment  as  shown  is  liolted  to  a 
work  bench  and  takes  up  a  space  of 
a])proximately  24x36  in. 

To  test  a  regulating  valve,  it  is 
bolted  to  the  bracket  .shown  in  the  left 
of  the  diagram.  By  o]5eniiig  globe 
valves,  n  and  A,  air  ];asses  from  the 
sujjply  line  through  the  regulating 
valve  into  the  gage  and  then  through 
the  pipe  line  to  the  pressure  tank. 
Air    is    su])plied    by    a   garage    com- 


^  Copper  tubing 
pressure  release  " 


Side  EUvcifion 


Testing 
apparatus 
for  motor 
^      coach  brake 
equipment 


testing  apparatus.  This  diverts  away 
from  the  o])erator  any  grease  or  dirt 
that  might  be  blown  through. 

To  adjust  the  cutting-in  point  of 
the  regulating  valve,  globe  valve  A 
is  closed.  If  it  is  desired  to  save  air 
in  the  pressure  tank,  the  valve  B  is 
also  closed.  Then  by  opening  valve 
C  the  pressure  escaj^es  and  the  by-pass 
valve  is  set  to  cut  in  at  not  less  than 
85  11).  By  closing  valves  A.  H  and  C 
and  opening  valves  D  and  E,  neces- 
sary pressure  is  provided  with  which 
to  test  application  valves  and  brake 
cylinders  for  leaks. 


At  left,  truck  witii  oltl 


!>(.. 


bar.     At  right,  new  tie  bear  arrangement 


May  5,  1928 


ELECTRIC   RAILWAY  JOUIiNAL 


741 


New  Equipment 
Available 


Pneuphonic,  Not 
Pneumophonic 

TWO  extra  letters  crept  into  the 
name  of  the  new  Pneuphonic  sig- 
nal horn  annoimced  hy  the  Westing- 
house  Air  Brake  Company,  which 
was  descriljed  in  the  April  7  issue  of 
Electric  Railway  Journal.  The 
proper  designation  for  the  horn  is 
"PneujAonic." 


Gas  Engine  Driven  Welder 


i?~:  T&;i      'iJ     ,''■  ,  r  •■ 


Motor-Driven  Air  Compres- 
sor for  Electric  Locomotives 

^L  T  TIGH    sjieed    features    a    motor- 
^H  Ax  driven  air  compressor  developed 
^■primarily  for  use  on  electric  locomo- 
^e^  tives,    announced    hy    the    Westing- 
^fchouse  Air  Brake  Company,  Wilmer- 
^Bding,    Pa.      The    compressor    has    a 
^F displacement  of  150  cu.ft.  per  minute 
™   against    140  Ih.   air   pressure   and   is 
•  driven    directly    by    the    motor    at    a 
speed  of  1,500  r.p.m.,  the  high  speed 
being  made  practicable  by  a  special 
type  of  mechanically  controlled  inlet 
valve.   There  are  three  stages  of  com- 
pression   with    a   built-in    intercooler 
for  the  first  two  stages.     The  cylin- 
ders   are    air    cooled    by    a    built-in 
blower  attached  directly  to  the  crank- 
shaft.   The  weight  per  cubic  foot  dis- 
placement and  space  required  for  in- 
stallation are  much  less  than  that  of 
low  speed  machines  having  a  similar 
^    capacity. 


GROWING  demand  of  weldmg 
various  classes  of  construction 
work,  where  electric  power  is  no', 
readily  available,  has  led  the  Lincoln 
Electric  Company,  Cleveland,  Ohio, 
to  bring  out  a  new  model  of  the 
Stable-Arc  welder.  The  new  unit  has 
a  rating  of  200  amp.,  with  a  current 
range  for  welding  duty,  of  from  50 
to  300  amp.  It  operates  at  a  speed  of 
1.500  r.p.m.  The  motive  power  is 
provided  by  a  four-cylinder  Conti- 
nental Red  Seal  engine. 

The  welding  generator  and  engine 
are  mounted  on  a  structural  base 
welded  into  a  solid  piece  of  steel. 
This  welded  steel  base  provides  a 
maximum  stiffness  and  rigidity  with 
a  minimum  weight.  The  complete 
unit  weighs  1,580  lb.  and  is  76  in. 
long  by  25  in.  wide.  The  generator 
is  also  constructed  of  steel  instead  of 
cast  iron.     This  reduces  the  weight 


and  also  the  possibility  of  breakage  in 
the  field. 

The  complete  magnetic  circuit  of 
the  generator  is  of  laminated  steel, 
increasing  the  stability  of  the  arc, 
which  is  highly  desirable  in  welding 
work.  A  steel  switchboard  is  also 
provided  in  place  of  the  usual  slate 
or  composition  board.  This  reduces 
the  possibility  of  damaging  the 
switchboard  in  the  field. 


Improved  Light  Switch 
for  Buses 


High-speed  motor-driven  air  compressor  for  electric  locomotives 


New  toggle  light  switch  for  bus  installation 

SEVERE  requirements  of  truck 
and  bus  service  are  met,  it  is 
claimed,  by  a  toggle  switch  developed 
by  the  Cutler-Hammer  Manufactur- 
ing Company,  Milwaukee,  Wis.  This 
switch  is  for  use  where  rough  usage 
and  constant  vibration  make  the  ordi- 
nary switch  impractical.  Through 
more  rugged  construction  this  switch 
eliminates  the  common  fault  of  flick- 
ering of  lights.  The  switch  is  obtain- 
able in  single-pole  or  three-way  units 
and  in  any  combination  of  these  units. 
Three-point  switches  have  two  "on" 
and  "off"  positions,  generally  used 
for  dimming.  Busbars  across  the 
common  terminals  reduce  the  number 
of  connections  to  a  minimum. 


742 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.18 


n\ 


Association  Activities 


/n 


=ff^ 


Psycho -technical  Selection  of 
Employees  in  Paris* 

Tests  for  selecting  motormen  were  begun  in  Paris  in  1921  and  were 

so  satisfactory  that  they  are  now  used  for  all  wage 

earners  on  the  Paris  system 

By  Henri  Verdollin 

Assistant  Engineer  of  Transportation  of  the  S.T.C.R.P.,  Paris,  France 

(Paris  Surface  Railway  and  Bus  Lines) 


NEED  of  care  in  the  selection  of  its 
employees  by  the  Paris  surface 
railway  and  bus  lines  will  be  realized 
from  the  following  statement:  Of  the 
total  expenses  of  operating  during  1927, 
12  per  cent  went  for  material,  15.5  per 
cent  for  electrical  energy  and  fuel,  and 
62  per  cent  for  wages.  Moreover,  the 
material  is  used  up  in  a  short  time,  say 
within  a  year  on  the  average,  but  every 
employee  taken  on  by  the  company 
should  represent  an  investment  from 
the  time  he  is  engaged  until  he  is  re- 
tired, perhaps  25  years  later. 

In  1921,  the  engagement  of  employees 
for  the  S.T.C.R.P.  was  put  on  a  scien- 
tific basis,  under  the  direction  of  M. 
Lahy,  manager  of  the  experimental  and 
psychological  laboratory  of  the  £cole 
Pratique  des  Hautes  Etudes  in  Paris. 
To  determine  the  practical  value  of 
psycho-technical  examinations,  200 
men— 100  motormen  and  100  bus 
drivers — whose  service  records  were 
unknown  to  the  manager  of  the  labo- 
ratory, were  subjected  to  the  psycho- 
technical    tests.       Their     ratings    thus 


springs  so  as  to  give  their  occupants 
during  a  test  the  same  rocking  motion 
as  they  would  experience  in  actual 
service. 

Now,  when  a  motorman  is  to  be  ex- 
amined, he  takes  his  position  on  one  of 


been  a  notable  reduction.  Comparison 
.made  of  the  work  of  200  motormen  of 
whom  100  were  selected  and  100  not 
selected  by  the  psychological  tests  shows 
in  favor  of  the  former  a  reduction  of 
16.5  per  cent  in  accidents,  representing 
an  annual  saving  of  about  1,500,000  fr. 
($60,000).  These  results  are  shown  in 
an  accompanying  graph.  Incidentally, 
it  might  be  said  that  while  the  accidents 
of  the  company  show  a  reduction,  the 
figures  compiled  by  the  Paris  police  in- 
dicate that  street  accidents  caused  by 
automobiles  and  other  vehicles  on  the 
street  have  had  a  constant  increase. 

Conductors  and  Shopmen 

Statistics  of  the  Paris  company  show 
that  prior  to  1926,  of  every  100  ap- 
plicants for  the  position  of  conductor  ac- 


-Excitations 


Signal  h 

si 

Vp.. 

Signal  fo 

start: 

i 

Power 
[off 

,rullparal/el 

\- 

9 

8 

7            6             5        ■   4 

Start    y 
i       Z       1 

Brake  appUcafton 

Notches 

E 

■* 

Brake  release^ 

'Sand  app/iccrfwn 

_Motorman 
gong 


-Controller 


_EIectric 
brake 


Direction  of  rnovement  of  c/iart 


-Air 
brake 


Sanot  box. 


Typical  record  made  by  prospective  motorman 


these  platforms  and  faces  a  screen  on 
which  a  moving  picture  is  projected 
representing  a  street  with  all  the  cus- 
tomary incidents  of  a  crowded  thorough- 
determined  were  compared  with  the  rec-  fare.  The  motorman  thus  sees  before 
ords  which  these  men  had  gained  in  him  a  picture  of  pedestrians  crossing, 
actual  service.  The  gradings  as  deter-  automobiles  cutting  in  front  of  the  trol- 
mined  by  test  and  as  determined  in  prac-  ley  car,  etc.  As  these  events  happen,  he 
tice  corresponded  80  per  cent.  This  is  supposed  to  follow  the  same  signals 
caused  the  company  to  decide  to  install  and  visualize  the  same  experiences  as  if 
the  system  for  all  new  employees  and  a  the  platform  on  which  he  is  seated  or 
laboratory     was     established     in     the     standing  was  a  car  or  bus  in  actual  serv- 


Hainault  Street  depot  of  the  company. 

Tests  for  Motormen 

An  account  of  the  tests  for  motormen 
in  use  in  June,  1924,  was  given  by  Mr. 
Bacqueyrisse  in  a  report  before  the  In- 
ternational Street  &  Interurban  Railway 
&  Bus  Association.+  Mr.  Bacqueyrisse 
stated  in  his  association  paper  that  his 
company  was  preparing  the  construction 
of  a  model  car  platform  and  bus  plat- 
form in  which  the  candidates  for  car 
or  bus  drivers  were  to  be  tested.  These 
platforms  have  been  completed.  They 
are  models  of  those  in  use  on  actual 
cars    and   buses    but    are    mounted    on 


*Ab»iract  of  paper  presented  at  the  con- 
vention of  the  Union  Des  Voies  Ferries  et 
des  Transports  Automobiles  (Railway  and 
Bus  Association  of  France)  held  in  Mar- 
seilles, Nov.  6-8,  1927. 

tSec  E!i.BC?nuc  Rjui-way  Journal  for 
Aug.  23,  1924,  page  280.  For  later  develop- 
ments see  issue  for  Aug.  27,  1927,  page  352. 


ice.  His  reactions  are  then  auto- 
matically recorded,  as  shown  in  the  ac- 
companying graph.  Actual  platform  in- 
struction does  not  begin  until  after  an 
applicant  has  passed  his  psycho-technical 
test  successfully. 

The  effectiveness  of  tlie  psycho- 
technical  tests  in  weeding  out  men  un- 
fitted for  the  work  is  shown  by  the 
statement  that  whereas,  in  1923,  the 
number  of  apprentices  dropped,  after 
otherwise  being  accepted,  was  17.2  per 
cent,  this  figure  has  since  fallen  to  less 
than  4  per  cent.  As  the  company  pays 
applicants  during  the  apprentice  period, 
it  makes  a  monetary  gain  in  days  not 
paid  to  persons  who  are  eliminated  by 
the  laboratory  before  they  start  as  ap- 
prentices. This  reduction  in  cost  repre- 
sented an  annual  saving  in  1926  of 
200,000  fr.  ($8,000). 

As  regards  accidents,  there  has  also 


cepted  by  the  employment  agents,  only 
34  were  in  service  by  the  end  of  one 
year.  Of  the  other  66,  10  never  re- 
ported to  the  training  school  after  pass- 
ing the  medical  examination,  12  were 
dropped  during  the  period  of  instruction, 
3  at  the  time  of  the  examination,  5  dur- 
ing the  first  month  of  service  and  36 
during  the  following  eleven  months  for 
various  causes.  This  indicated  to  us 
that  a  psycho-technical  examination 
which  had  done  so  much  in  weeding-out 
unfit  candidates  for  the  position  of  mo- 
torman would  be  equally  valuable  if 
adapted  to  applicants  for  the  position  of 
conductor.  A  system  of  such  tests  was 
then  drafted.  Some  of  these  were  the 
same  as  those  for  motormen,  such  as 
rapidity  and  regularity  of  physical  re- 
action, fatigue  resistance  and  memory 
for  words.  In  addition,  certain  special 
intelligence  tests  were  added,  both  writ- 
ten and  practical. 

The  latter  included  a  test  of  giving  to 
the  candidate  a  number  .  of  wooden 
plates  perforated  with  holes  of  different 
shapes  and  a  number  of  wooden  plugs 
of  different  shapes.  If  properly  selected, 
these  plugs  would  exactly  fit  the  various 
holes  in  the  plates.  The  time  taken  to 
fill  these  holes  was  recorded. 

There  were  also  several  tests  for 
memory.  In  one,  the  subject  was  shown 
a  picture  containing  a  certain  number  of 


May  5,  1928 


ELECTRIC  RAILWAY  JOURNAL 


743 


ordinary  objects.  After  the  picture  was 
removed,  he  was  expected  to  give  from 
memory  the  names  of  as  many  of  the 
objects  shown  as  he  could.  Later,  he 
was  shown  successively  pictures  of  a 
large  number  of  objects,  including  some 
of  those  which  were  in  the  group  first 
shown  to  him.  He  was  tested  on  the 
number  which  he  could  remember  in 
the  first  group. 

His  ability  to  recollect  faces  was 
tested  by  a  series  of  portraits  showing 
the  head  and  shoulders  of  individuals 
supposed  to  represent  passengers.  He 
was  then  told  which  of  these  portraits 
were  assumed  to  be  of  passengers  who 
had  paid  their  fares.  Then,  when  the 
portraits  were  shown  to  him  again,  he 
was  expected  to  tell  which  were  in  the 
group  assumed  to  have  paid  and  which 
were  in  the  group  which  had  not  paid. 
Another  test  was  to  throw  on  a  screen 
for  short  times  pictures  representing  car 
and  bus  platforms,  each  containing  a 
diflferent  number  of  passengers.  The 
candidate  was  expected  to  estimate  rap- 
idly the  number  of  passengers  on  each 
platform  so  exhibited  on  the  screen. 

The  ability  of  the  candidate  for  con- 
centrated attention  was  tested  by  means 
of  a  printed  sheet,  on  which  he  was 
asked  to  cross  off  within  a  fixed  time 
all  marks  having  a  definite  form.  The 
quickness  of  his  reaction  to  sensory 
stimuli  was  tested  by  a  vertical  box  con- 
taining various  numbered  slots  inclined 
differently.  Into  these  slots  he  was 
asked  to  slip  correspondingly  numbered 
small  disks,  a  record  being  made  of  his 
errors  and  omissions.  His  ability  to  tell 
the  denomination  of  coins  by  sense  of 
touch  was  tested  by  a  number  of  disks  or 
chips  of  different  sizes  which  were 
placed  in  the  standard  closed  bag  carried 
for  change  by  Paris  conductors.  The 
candidate,  after  he  had  been  blindfolded, 
was  required  to  take  these  various  sized 
disks  out  of  the  bag  in  a  predetermined 
manner. 

Of  the  tests  mentioned  for  conductors, 
not  all  are  being  used  at  present.  Those 
now  employed  are  the  regularity  and 
rapidity  of  physical  reaction  test  and 
the  fatigue  resistance  test,  which  are  in- 
dividual tests,  and  the  memory  tests,  the 
written  intelligence  test  and  the  test  for 
estimating  the  number  of  passengers  on 
a  platform,  which  are  collective  tests. 
The  accompanying  table  shows  the  cor- 
respondence of  records  made  in  service 
of  the  first  50  conductors  examined  by 
these  methods. 


ANALYSIS     OP     50     CANDIDATES     FOR 

POSITION  OF  CONDUCTOR  TESTED 

IN    PARIS    LABORATORY    AND 

THEIR  RECORDS  OF  SERVICE 

Classification  and         . Record  in   Test ■ 

Number  in  Per  Cent  of 

Service  Record  Group 

f -^ ,  Good      Poor        Good      Poor 

Good 24  22  2  91.7  8.3 

Fair             15  9  6  60.0  40.0 

Mediocre 4  0  4  0  100.0 

Poor 7  I  6  14.3  85.7 


As  this  method  of  examination  has 
been  in  use  only  six  months,  it  is  not 
possible  to  give  as  definite  figures  as 
with  the  motormen,  but  it  is  believed 
that  good  results  will  be  obtained. 


1923              1924               1925             1926 
k  Period  of  Psycho+echnical  Selection 
of  Employees >- 

Accident  records  in  Paris  show  a  reduction 
since  the  psycho-technical  method  of 
testing  applicants  for  employment  as 
motormen  was  adopted 

The  first  psychological  tests  for  shop 
men  were  made  in  1926.  They  included 
tests  for  rapidity  and  regularity  of 
physical  reaction,  fatigue  resistance, 
concentration,  memory,  and  intelligence, 
both  written  and  practical,  as  already 
described.  In  addition  several  other 
tests  were  designed.  Of  these  the  prin- 
cipal were  several  tests  to  determine  the 
manual  dexterity  of  the  candidate.  They 
included  the  fitting  of  nuts  to  bolts,  the 
threading  of  needles,  the  co-ordination 
of  the  movements  of  both  hands  on 
equipment  designed  for  this  test,  the  in- 
sertion by  a  blindfolded  candidate  of 
wooden  plugs  in  the  holes  of  a  wooden 
plate,  the  sorting  of  beads  of  different 
colors,  etc.  In  each  of  these  tests,  a  rec- 
ord is  made  of  the  time  taken  by  the 
candidate  to  fulfill  the  task. 

Other  tests  devised  were  to  gage  the 
candidate's  sense  of  proportion,  his 
understanding  of  geometrical  figures  by 
asking  him  to  complete  figures  partially 
drawn,  his  steadiness  of  hand,  etc.  In 
general,  the  standing  obtained  by  candi- 
dates in  these  tests  and  that  shown  in 
their  subsequent  behavior  as  shop  ap- 
prentices were  quite  close. 

Conclusions 

At  the  present  time  all  applicants  for 
employment  on  the  S.T.C.R.P.  who  have 
passed  the  medical  test  and  are  other- 
wise acceptable,  are  tested  at  the  psycho- 
technical  laboratory.  Here,  all  receive 
the  written  intelligence  test  which,  after 
all,  is  considered  the  most  important. 

As  a  result  of  these  tests  the  company 
is  often  able  to  reassign  those  accepted 
for  employment,  sending  to  one  depart- 
ment a  man  who  had  originally  applied 
for  another,  because  the  applicant  him- 
self often  does  not  know  the  work  for 
which  he  is  best  suited.  As  the  weed- 
ing out  process  takes  place  at  the  be- 
ginning of  employment,  the  company  is 
able  to  devote  its  attention  to  teaching 
the  new  men  the  duties  of  the  particular 
jobs  to  which  they  have  been  assigned 
with  a  fair  assurance  that  they  will  be 
able  to  perform  their  tasks  satisfactorily 
in  the  future. 

L'Industrie  des  Voies  Ferrees  et  des 
Transports  Automobiles,  whose  January, 
1928,  issue  contains  the  full  paper,  pub- 
lishes also  data  of  the  tests  of  other 
railway  companies  in  Europe. 


COMING  MEETINGS 
OF 

Electric  Railway  and 
Allied  Associations 

May  6-12 — Union  Internationale  de 
Tramways,  de  Chemins  de  fer  d'ln- 
teret  Local  et  de  Transports  Publics 
Automobiles,  Rome,  Italy. 

May  7-10 — National  Conference  on 
City  Planning,  Dallas  and  Fort 
Worth,  Texas. 

May  S-11— United  States  Chamber 
of  Commerce,  Washington,  D.  C. 

May  ?— A.E.R.A.  Executive  Com- 
mittee,  Washington,  D.  C,  3  p.m. 

May  P-/0— Central  Electric  Rail- 
way Master  Mechanics'  Association, 
Lawrence  Hotel,  Erie,  Pa. 

May  9-12 — American  Institute  of 
Electrical  Engineers,  regional  meet- 
ing. Northeastern  District,  Hotel 
Taft,  New  Haven,  Conn. 

May  16-17— Central  Electric  Traf- 
fie  Association,  Tuller  Hotel,  Detroit, 
Mich. 

May  24— New  England  Street  Rail- 
way Club,  annual  meeting,  Boston, 
Mass. 

May  28-31  —  National  Association 
Purchasing  Agents,  annual  conven- 
tion and  exhibit,  American  Royal 
Building,  Kansas  City,  Mo. 

June  4-6 — Midwest  Electric  Rail- 
way Association,  Hotel  Baltimore, 
Kansas  City,  Mo. 

June  4-8 — National  Electric  Light 
Association,  Atlantic  City,  N.  J. 

June  6-8 — Canadian  Electric  Rail- 
way Association,  annual  convention 
and  exhibit,  Toronto,  Canada. 

June  14-lS — New  York  Electric 
Railway  Association,  Half  Moon 
Hotel,  Coney  Island,  N.  Y. 

June  20-27  —  American  Railway 
Association,  Div.  5 — Mechanical,  an- 
nual convention  and  exhibit,  Atlantic 
City,  N.  J. 

June  21-22  —  American  Railway 
Association,  Motor  Transport  Divi- 
sion, Atlantic  City,  N.  J. 

June  21-22  —  Wisconsin  Utilities 
Association,  Accounting  Section, 
Hotel  Pfister,  Milwaukee,  Wis. 

June  28-29— Central  Electric  Rail- 
way Association,  Cedar  Point,  Ohio. 

July  *-72— Public  Utilities  Adver- 
tising  Association  and  International 
Advertising  Exposition,  Detroit,  Mich. 

July  25-27 — Electric  Railway  Asso- 
ciation of  Equipment  Men,  Southern 
Properties,  Cincinnati,  Ohio. 

July  27-28— Central  Electric  Rail- 
way Accountants'  Association, 
Detroit,  Mich. 

A  ug.  16-17  —  Wisconsin  Utilities 
Association,  Transportation  Section, 
Sheboygan,  Wis. 


SEPT.  22-28,  1928 
American  Electric  Railway 
Association,  47th  annual  con- 
vention  and   exhibit,  Cleve- 
land, Ohio. 


744 


ELECTRIC  RAILWAY  JOURNAL 


/  '0/.7I,  Nu.18 


C.E.R.A.  Issues  Year  Book 

MANY  facts  regarding  the  Central 
Electric  Railway  Association  and 
the  affiliated  Central  Traffic,  Accountant 
and  Master  Mechanics'  Associations  are 
contained  in  the  Year  Book  of  the 
association  just  issued.  The  Year  Book 
gives  a  revised  list  of  member  companies 
with  their  mileage,  the  membership  of 
all  principal  committees,  the  annual  re- 
port of  the  secretary,  and  the  various 
amendments  to  the  constitution  which 
have  been  adopted  from  time  to  time. 
The  principal  rules  of  the  Central  Elec- 
tric Traffic  Association  are  also  in- 
cluded. 

♦ 

Canadian  Convention  Program 
Announced 

PLANS  are  virtually  completed  for 
the  24th  annual  convention  of  the 
Canadian  Electric  Railway  Associa- 
tion, which  will  be  held  in  Toronto  on 
June  6-8  next.  It  is  expected  that 
there  will  be  the  largest  exhibition  of 
electric  railway  supplies  and  materials 
in  the  history  of  the  association. 
Provision  has  been  made  for  23,000 
sq.ft.  of  floor  space. 

Following  is  the  program  of  the 
principal  events  scheduled : 

Wednesday,  June  6,  1928 

Royal  Coliseum,  Canadian  National 
Exhibition  Grounds 

9  a.m.    Registration. 

10  a.m.  Minutes  of  1927  annual  meeting, 
president's  address,  treasurer's  report,  sec- 
retary's report. 

11  a.m.    Reports  of  committees: 

(a)  Rail  corrugation. 

(b)  Motor  bus  and  truck  committee. 
Discussion  led  by  J.  L.  Smith,  superin- 
tendent motor  coach  department  Toronto 
Transportation  Commission. 

(c)  Publicity  and  merchandising  of 
transportation. 

(d)  Safety  and  accident  prevention. 
12:30  p.m.     Discussion  of  timely  topics: 
"Snow    Removal    Practice."     Discussion 

led  by  William  C.  Smith,  superintendent  of 
training  school  ^fontreal  Tramways,  and 
J.  M.  Ahearn.  assistant  manager  and  pur- 
chasing agent  Ottawa  Electric  Railway. 

1  p.m.     Luncheon — Royal  Coliseum. 

Official  welcome  to  Toronto  by  P.  W. 
Ellis,  chairman  Toronto  Transportation 
Commission. 

Address — Lucius  S.  Storrs,  managing 
director  American  Electric  Railway  Asso- 
ciation. 

2:30  to  5  p.m.     Inspection  of  exhibits. 

9  p.m.  Supper  Dance — "Crystal  Ball 
Room,"  King  Edward  Hotel. 

Thursday,  June  7,  1928 
Royal  Coliseum 

9  a.m.  Paper — "The  Importance  of  Public 
Transportation  in  Traffic  Control  Regula- 
tions," by  E.  J.  Mcllraith,  staff  engineer 
Chicago  Surface  Lines. 

1 1 :30  a.m.     Discussion  of  timely  topics : 

"Mercury  Arc  Rectifiers  and  Their  Ad- 
vantages." Discussion  led  by  M.  L.  de 
Angelis,  assistant  electrical  engineer 
Montreal  Tramways,  and  R.  A.  Brown, 
general  manager  and  chief  engineer  Cal- 
gary Municipal  Railway. 

"Electric  Track  Switches,  Their  Place 
and  Maintenance."    Discussion  led  by  L.  H. 


McAdam,  electrical  department  Toronto 
Transportation  Commission,  and  Elmer  S. 
Olmsted,  vice-president  and  electrical  engi- 
neer Cheatham  Electric  Switching  Device 
Company. 

1  p.m.     Luncheon — Royal  Coliseum. 

2:30  to  5  p.m.     Inspection  of  exhibits. 

7:30  p.m.  Cabaret  Dinner,  "Pompeian 
Room,"  followed  by  Dance  in  the  "Crystal 
Ball  Room,"  King  Edward  Hotel. 

Friday,  June  8,  1928 

Royal  Coliseum 

9  a.m.  C.E.R.A.  Meeting  Hall,  Royal 
Coliseum. 

Paper — "General  Overhead  Line  Prac- 
tice," by  M.  C.  O'Donnell,  electrical  engi- 
neer Ottawa  Electric  Railway.  Discussion 
led  by  J.  F.  Neild,  electrical  engineer 
Toronto  Transportation  Commission. 

11:45  a.m.     Discussion  of  timely  topics: 

"Treadle  Cars — Should  All  Passengers 
Leave  by  Rear  Door?"  Discussion  led  by 
J.  Metcalf,  assistant  traffic  superintendent 
Toronto  Transportation  Commission,  and 
A.  Frank  Paul,  assistant  to  general  .sales 
manager  National  Pneumatic  Company. 

"Improving  Revenue  by  Publicity."  Dis- 
cussion led  by  George  E.  Waller,  manager 
of  railways  IJominion  Power  &  Transmis- 
sion Company,  Ltd.,  Hamilton,  Ont.,  and 
J.  Lightbody,  publicity  agent  British  Colum- 
bia Electric  Railway,  Ltd.,  Vancouver,  B.  C. 

12:30  p.m.  Election  of  officers  and  gen- 
eral business. 

I  p.m.    Luncheon — Royal  Coliseum. 

2:30  to  5  p.m.    Inspection  of  exhibits. 


American  Welding  Society 
Holds  Spring  Meeting 

ESTABLISHING  preliminary  stand- 
ards for  qualifying  welders  and 
supervising  their  work,  advancement 
of  test  programs  for  welding  parts 
and  structures,  and  the  perfecting  of 
technique  featured  the  reports  and  dis- 
cussions of  the  annual  spring  meeting 
of  the  American  Welding  Society  held 
at  the  Engineering  Societies  Building, 
New  York  City,  on  April  25,  26  and  27. 

At  a  meeting  of  the  pressure  vessel 
committee,  it  was  pointed  out  that  the 
support  of  tank  manufacturers  and 
manufacturers  of  electric  welding  equip- 
ment is  needed  to  insure  an  early  start 
on  the  extensive  test  program  to  be  car- 
ried out  jointly  by  the  American  Weld- 
ing Society  and  the  American  Society 
of  Mechanical  Engineers.  The  tests  are 
intended  to  supply  data  sought  by  the 
A.S.M.E.  boiler  code  committee  as  a 
basis  for  proposed  modifications  in  the 
code  for  unfired  pressure  vessels. 

A  preliminary  progress  report  on 
qualifications  of  welders,  inspection  and 
supervision  was  presented  by  H.  H. 
Moss  and  A.  M.  Candy.  This  covered 
the  fields  of  structural  steel  and  indus- 
trial piping,  and  was  followed  by  pre- 
pared discussions  covering  structural 
steel,  piping  and  pressure  vessels.  Mer- 
rill Turner  of  the  Electric  Rail  Weld 
.Service  Corporation,  Chicago,  111.,  pre- 
sented a  paper  on  the  building  up  of 
battered  rail  ends.  No  new  data  to  the 
practice  universally  used  by  electric 
railways  was  presented. 

The  following  officers  were  elected  for 
the  ensuing  year :  President,  F.  T. 
Llewellyn ;  senior  vice-president,  A.  E. 


Gaynor ;  divisional  vice-presidents, 
Ernest  Lunn,  J.  W.  Meadowcroft,  H.  P. 
Peabody:  directors-at-large.  A.  M. 
Candy,  J.  H.  Deppler,  E.  H.  Ewertz, 
S.  W.  Miller.  Social  affairs  of  the 
meeting  included  a  luncheon  and  a  stag 

dinner. 

♦ 

A.E.S.C.  Changes  Procedure 

REVISION  of  its  rules  of  procedure 
.  to  speed  industrial  standardization 
work  on  a  national  basis  is  announced 
by  the  .\nierican  Engineering  Standards 
Committee.  The  chief  object  has  been 
to  make  it  more  flexible  so  that  it  may 
fit  the  varied  conditions  to  be  met  in  the 
wide  range  of  industrial  subjects 
covered  by  the  connnittee's  work. 

Three  changes  are  made  in  the  pro- 
cedure. Heretofore  each  sectional 
committee  has  acted  under  the  adminis- 
trative support  and  direction  of  one  or 
more  of  the  interested  bodies,  who  are 
termed  sponsors.  A  sectional  commit- 
tee may  now  operate  autonomously,  re- 
porting directly  to  the  A.E.S.C,  or  it 
may  act  under  sponsors  as  before.  The 
second  change  recognizes  "proprietary" 
standards  and  makes  possible  the  re- 
vision of  such  standards  within  a  single 
organization  on  condition  that  it  be 
shown  that  a  standard  is  acceptable  to 
the  groups  concerned.  This  method  is 
particularly  applicable  to  highly  special- 
ized fields  in  which  the  standard  of  an 
organization  has  already  achieved  a 
position  of  recognized  eminence.  The 
third  change  provides  for  very  simple 
cases.  The  approval  of  standards  under 
such  cases  is  based  upon  the  action  of  a 
conference  followed  by  written  ac- 
ceptances of  the  interested  groups. 


Missouri  Utility  Association 
Annual  Meeting 

MODIFICATION  of  school  cur- 
riculums  to  permit  the  study  of 
public  utilities  was  advocated  by  Gov- 
ernor Sam  A.  Baker  of  Missouri  in  his 
opening  address  delivered  before  the 
Missouri  Association  of  Public  Utilities 
at  the  22d  annual  convention  held  in 
Jefferson  City,  Mo.,  April  26-28.  Motor 
bus  competition  was  discussed  by  Edwin 
S.  Austin,  .supervisor  of  tlie  motor  bus 
division  of  the  Missouri  Public  Service 
Commission,  and  application  of  power 
and  light  ideas  to  ride  salesman.ship  was 
discussed  by  Walter  Jackson,  fare  con- 
sultant. Mount  Vernon,  N.  Y.  Thomas 
J.  Brown,  chairman  of  the  Missouri 
Public  Service  Commission,  spoke  on 
state  regulation  and  the  workings  of  the 
state  commission  in  an  address  delivered 
at  the  annual  banquet  on  April  27. 

The  following  officers  were  elected  for 
the  coining  year : 

A.  E.  Reynolds,  vice-president  and 
general  manager  Springfield  Traction 
Company,  president;  F.  D.  Beardslee, 
St.  Louis,  Mo.,  secretary  and  treasurer; 
T.  J.  Strieker,  Kansas  City  Gas  Com- 
pany, first  vice-president;  E.  D.  V. 
Dickey,  Citizens  Gas  Company,  Han- 
nibal, second  vice-president;  and  Samuel 
W.  Greenland,  St.  Louis  Public  Service 
Company  third  vice-president. 


May  5,  1928 


ELECTRIC   RAILWAY  JOURNAL 


745 


>j[ews  qffhe  Industry 


3^^ 


tn 


Guaranteed  Return  on  Shaker 
Heights  Line  in  Cleveland 

A  cost  plus  10  per  cent  contract  under 
which  the  Cleveland  Railway,  Cleveland, 
Ohio,  will  operate  the  Van  Svvering-ens' 
Shaker  Heights  rapid  transit  lines  was 
recently  approved  by  the  City  Council. 
Although  the  rapid  transit  is  operated 
for  the  most  part  on  a  private  right-of- 
way,  the  downtown  end  of  the  line  con- 
nects with  city  railway  lines.  The  new 
contract  is  effective  as  of  Jan.  1.  It 
will  expire  on  Jan.  1,  1930,  by  which 
time  it  is  expected  the  Shaker  rapid 
transit ,  line,  along  with  other  rapid 
transit  lines  projected  by  the  Van 
Sweringens,  will  be  operating  over  a 
private  right-of-way  the  entire  length  of 
the  route  into  the  Van  Sweringens'  new- 
union  terminal. 

Heretofore  the  Cleveland  Railway  has 
been  collecting  a  city  fare  for  every 
passenger  carried  in  rapid  transit  cars 
over  city  tracks.  As  a  result  the  rapid 
transit  cars  for  several  years  have  been 
leading  the  Cleveland  Railway  system 
in  earnings  per  car-mile.  This  was  an 
expensive  arrangement  for  the  Van 
Sweringens,  because  it  left  something 
less  than  4  cents  out  of  each  IG-cent 
fare  to  pay  the  cost  of  operating  the  two 
divisions  of  the  Shaker  line  along  a 
7-mile  private  right-of-way.  Under  the 
old  arrangement,  there  was  always  a 
deficit  to  be  made  up  by  the  Cleveland 
Intcrurban  Railway,  which  owns  the 
rapid  transit  lines,  but  this  was  not  un- 
expected, since  the  rapid  transit  was 
built  for  the  purpose  of  increasing  the 
sales  of  Shaker  Heights  property  owned 
by  the  Van  Sweringens.  The  popula- 
tion of  Shaker  Heights  has  increased  to 
such  an  extent,  however,  and  the  line  is 
so  popular  that  it  is  expected  to  pay  its 
own  way  under  the  new  contract  which 
has  been  negotiated. 

The  Cleveland  Railway  is  expected  to 
cite  the  cost  plus  10  per  cent  agreement 
in  its  efforts  to  secure  from  the  subur- 
ban communities  which  it  serves  fares 
sufficient  to  meet  the  cost  of  operation  to 
those  communities. 


Transfer  Privilege  Broadened  in 
St.  Louis 

The  St.  Louis  Public  Service  Com- 
pany, St.  Louis,  Mo.,  has  agreed  tenta- 
tively to  permit  passengers  to  transfer 
from  street  cars  to  all  of  its  buses  for 
a  single  fare  of  7^  cents.  At  present 
10  cents  is  charged  on  the  buses,  which 
transfer  to  street  cars,  while  to  obtain 
a  transfer  from  a  street  car  to  a  bus 
of  the  railway  one  must  pay  the  con- 
ductor 3  cents  above  the  regular  car 
fare. 

Fulfillment  of  the  company's  promise, 


however,  is  dependent  upon  the  board's 
granting  it  permission  to  operate  a  new 
bus  line  on  Meramec  Avenue  from 
Grand  Boulevard  to  Carondelet  Park. 
About  1?0  residents  of  the  vicinity  were 
present  who  appeared  to  be  unanimously 
in  favor  of  the  new  line.  President  Kin- 
sey  said  the  People's  Motorbus  Com- 
pany, which  is  opposing  the  granting 
of  the  permit,  has  asked  to  be  heard. 
The  bus  company,  which  operates  over 
this  route,  will  be  given  an  opportunity 
to  present  its  arguments  in  the  case 
before  the  board  passes  on  the  appli- 
cation. 


Economies  Through  Consolidation 
of  Illinois  Traction  Subsidiaries 

The  Illinois  Terminal  Company  has 
received  permission  from  the  Interstate 
Commerce  Commission  to  lease  and  op- 
erate as  a  single  unit  the  railroad  prop- 
erties of  the  St.  Louis,  Troy  &  Eastern 
Railroad,  the  St.  Louis  &  Illinois  Belt 
Railway,  the  St.  Louis  Electric  Ter- 
minal Railway  and  the  main  division  of 
the  Illifiois  Traction  System.  It  is 
believed,  this  consolidation  will  bring 
about  more  economic  and  efficient  oper- 
ation. 


Seven-Cent  Plea  of  !♦  R.  T.  Approved 

Decision  finds  federal  courts  have  jurisdiction  and  that  company  is 

entitled  to  2-cent  increase,  pending  master's  investigation  of 

exact  amount  needed.     Supreme  Court  to  hear  plea 


A  DECISION  in  the  Interborough 
Rapid  Transit  fare  case  in  New 
York  v\  as  handed  down  on  May  2  in  the 
Federal  Statutory  Court,  made  up  of 
one  circuit  and  two  district  judges  in 
the  Southern  District  of  New  York.  The 
original  bill  was  a  plea  for  injunction 
restraining  the  three  transit  commis- 
sioners and  the  chairman  of  the  Depart- 
ment of  Public  Service  of  the  State  of 
New  York  from  enforcing  various  rate 
limitations  on  the  Interborough  Rapid 
Transit  Company  and  its  lessee,  the 
Manhattan  Railway,  for  the  transporta- 
tion of  passengers  in  New  York  City. 
The  case  has  been  before  the  court  since 
Feb.  14.  The  decision  favored  the  con- 
tention of  the  company. 

Fare  Provision  Subject  to 
Regul.\tory  Action 

After  pointing  out  why  public  service 
corporations  subject  to  confiscatory 
limitations  in  their  rates  can  appeal  to 
the  federal  courts,  the  decision  summar- 
izes the  history  of  rapid  transit  legisla- 
tion in  New  York  State  as  well  as  that 
relating  to  the  appointment  of  public 
service  commissions.  The  New  York 
public  service  commission  law  giving 
authority  over  rates,  it  points  out,  was 
passed  in  1907,  while  the  final  contract 
(No.  3)  of  the  city  with  the  Interbor- 
ough Rapid  Transit  Company  was  not 
entered  into  until  1913.  Its  fare  provi- 
sion of  ''5  cents  and  no  more"  was  there- 
fore subject  to  regulatory  revision  by 
the  commission  in  the  manner  prescribed 
in  the  public  service  commission  law. 

Numerous  cases  were  cited  on  this 
point,  particularly  People  vs.  Nixon,  229 
N.  Y.,  356,  from  which  quotations  were 
made.  It  was  thus  the  duty  of  the  Pub- 
lic Service  Commission  "to  make  the 
fare  sufficient  to  yield  reasonable  com- 
pensation for  the  services  rendered  and 


no  more."  In  the  rapid  transit  act  of 
1912  there  is  no  evidence  that  the  Legis- 
lature intended  to  burden  the  city  with 
an  exorbitant  fare  or  the  company 
with  a  non-compensatory  rate.  In  fact, 
Section  8  of  this  act  provides  that  all 
terms  and  conditions  as  to  rates  of  fare 
and  service  shall  be  subject  to  supervi- 
sion by  the  commission. 

The  court  also  held  that  where  a  state 
legislature  intends  to  transfer  its  power 
over  rates  to  a  municipality  or  regula- 
tory body,  the  intention  must  be  clear 
and  unmistakable.  The  renunciation  of 
a  sovereign  right  to  control  rates,  it 
says,  must  be  unequivocal,  as  shown  in 
Milwaukee  Electric  Railway  &  Light 
Company  vs.  Railroad  Commission  of 
Wisconsin  (238  U.S.  174,  180).  This 
was  not  the  case  in  New  York. 

The  court  differentiated  the  case  from 
some  earlier  ones  where  it  was  held  that 
equity  cannot  relieve  a  company  from 
a  bad  bargain.  In  the  Columbus  rate 
case,  249  U.S.  399,  the  Legislature  of 
Ohio  had  not  established  a  regulatory 
commission  by  which  franchise  and  con- 
tract rates  might  be  regulated  upward 
and  downward.  In  the  Atlanta-Decatur 
fare  case,  262  U.S.  432,  the  state  had  not 
exercised  its  police  powers  over  the  sub- 
ject of  rates  and  was  not  seeking  to. 
Other  cases  mentioned  as  differing  in 
principle  from  the  one  under  considera- 
tion were  Southern  Utilities  Company 
vs.  Palatka,  268  U.S.,  232;  Henderson  ' 
Water  Company  vs.  Corporation  Com- 
mission, 269  U.S.  278,  City  of  Cleveland 
vs.  Cleveland  Railway,  194  U.S.  517, 
and  Tampa  Water  Works  vs.  Tampa, 
199  U.S.  241. 

The  decision  had  already  pointed  out 
that  no  provision  of  the  law  compelled 
a  lower  rate  on  the  leased  Manhattan 
Railway. 

On  the  basis  of  the  company's  com- 


746 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No. \8 


puted  valuation  of  its  property  and  the 
commission's  figure  of  the  value  of  the 
city-owned  property  used  on  the  LR.T. 
system,  the  rate  of  return  in  1926  was 
2.65  per  cent  and  in  1927  was  2.52  per 
cent.  If  the  return  on  the  value  as 
computed  had  been  8  per  cent,  (as  in 
McCardle  vs.  Indianapolis  Company, 
272  U.S.  419;  Bluefield  vs.  Galveston, 
262  U.S.  692,  etc.),  the  court  declares 
that  $49,280,731  would  be  required  to 
make  up  the  difference  in  1925. 

On  the  propriety  of  including  the  city- 
owned  property  to  determine  the  neces- 
sary return,  the  court  took  the  ground 
that  the  property  for  which  the  Con- 
stitution requires  consideration  is  "that 
devoted  to  the  public  use."  Many  cases 
are  cited  where  leased  property  was  in- 
cluded. The  court  concludes  this  por- 
tion of  its  decision  with  the  words : 

The  city's  property  is  earning  the  return 
as  well  as  the  plaintiff's  and  the  plaintiff's 
leased  railway.  All  must  be  considered  in 
calculating  the  capital  making  the  return 
and  rendering  the  service. 

Bonds  to  Be  Filed 

The  court  held  that  it  would  grant  an 
injunction  allowing  the  company  to 
charge  a  7-cent  fare  until  the  report  of 
a  master  to  be  appointed  to  take  more 
evidence  on  the  value  of  the  property 
and  the  exact  fare  necessary  to  prevent 
confiscation.  In  the  meantime,  the  com- 
pany would  be  required  to  issue  rebates 
to  passengers  and  file  a  bond  to  repay 
them  in  excess  of  5  cents  collected  per 
passenger  to  the  extent  that  the  court 
should  later  direct.  If  the  city  preferred, 
however,  the  court  said  it  would  grant  a 
stay  in  this  order  if  the  city  would  file 
a  bond  to  indemnify  the  company  from 
further  daily  confiscation  of  its  property. 

Plea  for  Stay  to  Be  Heard  May  14 

Notice  was  served  on  the  Interbor- 
ough  Rapid  Transit  Company  on  May  3 
by  Associate  Justice  Stone  of  the  United 
States  Supreme  Court  that  he  will  at 
once  entertain  "an  application  for  a 
temporary  stay,"  if  it  attempts  to 
collect  a  7-cent  fare  on  its  subway 
and  elevated  lines  in  New  York,  in 
accordance  with  the  authority  granted 
by  the  Federal  Statutory  Court  before 
the  Supreme  Court  has  had  an  oppor- 
tunity to  pass  on  a  motion  for  a  stay 
to  be  made  in  behalf  of  the  city. 

In  his  communication  to  counsel  for 
the  railway  Justice  Stone  stated  that  he 
had  been  informed  an  application  would 
be  made  to  the  Supreme  Court  in  behalf 
of  New  York  City  for  a  stay,  pending 
formal  appeal  to  the  Supreme  Court. 
He  said  further  that  consideration  of 
the  request  for  a  stay  would  be  enter- 
tained by  the  full  bench  of  the  Supreme 
Court  in  open  session  on  May  14. 

The  Mayor  said  that  "every  resource 
of  the  city,  legal  and  financial,  will  be 
employed  to  retain  the  nickel  fare."  At 
the  same  time,  he  announced  that  he 
would  be  a  candidate  for  re-election  and 
would  run  on  a  5-cent  fare  platform. 

Former  Mayor  Hylan  gave  out  an 
interview  intimating  that  if  he  had  been 
retained  in  office,  he  would  have  kept 
the  5-cent   fare  in  force.     He  said  he 


was  a  candidate  for  Mayor  at  the  fall 
election. 

William  H.  Ransom,  special  counsel 
to  the  Interborough  points  out  that  to 
earn  an  8  per  cent  return  on  both  the 
city's  and  company's  investment  in  rapid 
transit,  a  9-cent  fare  would  probably  be 
necessary. 

In  its  original  application  to  the 
Transit  Commission  the  Interborough 
asked  for  permission  to  change  its  rate 
from  "5  cents  per  passenger  to  7  cents 
.  .  .  without  prejudice  to  its  right  to 
adjust  such  fares  upward  or  downward 
as  conditions  and  costs  of  operation  may 
require    under    actual    experience    with 

such  rates." 

• 

Unified  Bus  and  Railway  Service 
in  Effect  in  Indianapolis 

An  important  step  in  unification  of  the 
Indianapolis  Street  Railway  and  the 
Peoples  Motor  Coach  Company  both 
of  Indianapolis,  took  place  recently 
when  transfers  between  buses  and 
street  cars  were  interchanged.  Some 
feeder  buses  in  the  city  were  dis- 
continued and  through  service  to  the 
business  district  was  started.  Simulta- 
neously a  new  bus  fare  for  school 
students  became  available.  A  strip 
ticket  of  ten  fares  is  placed  on  sale 
each  week,  the  average  trip  price 
being  6J  cents.  Transfers  are  free 
from  bus  to  bus  and  from  bus  to  car 
and  the  payment  of  4  cents  in  cash,  or 
a  token  having  a  value  of  3J  cents, 
known  as  an  equalizing  fare,  entitles  the 
passenger  on  a  car  to  transfer  to  a  bus. 


Union  Contract  in  St.  Louis 
Cancelled 

The  St.  Louis  Public  Service  Com- 
pany, St.  Louis,  Mo.,  served  written  no- 
tice May  3  on  the  Amalgamated  Associa- 
tion that  the  existing  contract  with  the 
union  would  be  terminated  June  2.  This 
move  followed  action  taken  at  the  regu- 
lar meeting  of  the  board  of  directors 
on  May  1  when  a  resolution  was 
unanimously  adopted  to  cancel  the  con- 
tract. The  management  had  previously 
suggested  a  cut  in  wages  of  the  4,800 
members  of  the  union  amounting  to 
about  9  per  cent.  This  action  was  in 
the  nature  of  a  counter  proposal  to  the 
demands  made  on  the  management  on 
March  5  for  an  increase  in  wages  for 
motormen  and  conductors  of  5  cents  an 
hour  and  improved  working  conditions. 
These  demands  were  rejected  by  the  man- 
agement on  the  ground  that  they  would 
increase  the  company's  annual  payroll, 
if  applied  to  all  employees,  $4,000,000. 

Wage  negotiations  have  not  yet  been 
broken  off  with  the  union,  whose  com- 
mittee expects  to  have  further  confer- 
ences on  the  controversy.  Stanley 
Clarke,  executive  vice-president  of  the 
company,  reported  to  the  directors  that 
the  union  had  rejected  the  company's 
demand  for  a  wage  cut,  and  asked  for 
authority  to  terminate  the  contract, 
whereupon  the  directors  unanimously 
adopted  the  resolution. 


New  Agitation  Over  Piedmont 
8C  Northern  Connection 

Business  men  of  York,  Union,  Lau- 
rens, and  other  places  along  the  way 
are  uniting  in  a  movement  to  induce  the 
Piedmont  &  Northern  Railroad  to  build 
its  connecting  line  between  North  and 
South  Carolina  from  Belmont,  N.  C, 
to  Honea  Path,  S.  C.  This  movement 
was  started  as  soon  as  the  Interstate 
Commerce  Commission  denied  the  ap- 
plication to  make  the  connection  between 
Gastonia,  N.  C,  and  Spartanburg,  S.  C. 
The  proposed  line  from  Belmont  to 
Honea  Path  would  not  parallel  any  ex- 
isting railway  and  would  traverse  a  rich 
agricultural  region.  For  a  number  of 
miles  in  York  County  south  of  Belmont 
the  road  would  traverse  land  owned  by 
the  Duke  interests,  purchased  in  connec- 
tion with  the  building  of  dams  across  the 
Catawba. 

Many  of  the  towns  along  the  proposed 
route  are  manufacturing  centers. 


Extension  of  Franchise  in  Chicago 

Another  30-day  extension  of  the 
franchises  of  the  Chicago  Surface  Lines 
has  been  approved  by  the  City  Council. 
The  new  permit  became  effective  May  1 
and  allows  the  companies  to  continue 
operations  from  day  to  day  until  June  1. 
That  a  special  session  of  the  Illinois 
General  Assembly  will  be  called  this 
month  to  consider  Chicago  traction  leg- 
islation was  again  seen  as  a  possibility 
by  members  of  the  City  Council  in  a 
statement  made  recently  by  Governor 
Small.  In  spite  of  his  defeat  at  the 
primaries  on  April  10,  the  Governor 
said  that  he  felt  that  his  promise  to  call 
a  special  session  is  as  binding  upon  him 
as  it  would  have  been  had  he  been  re- 
nominated. Several  of  the  Aldermen 
expressed  the  opinion  that  the  city  is  no 
nearer  an  agreement  with  the  trans- 
portation companies  regarding  a  legis- 
lative program  than  it  was  a  year  ago  and 
that  in  the  light  of  this  situation  it  would 
be  futile  to  call  a  legislative  session. 


Invitation  to  Pass  Ideas 
Along  in  Cincinnati 

For  the  best  suggestion  on  how  a 
conductor  can  sell  more  rides  for  the 
company,  a  $10  prize  is  offered  by  the 
Cincinnati  Street  Railway,  Cincinnati, 
Ohio.  Prizes  of  $5  each  are  being  of- 
fered for  the  three  next  best.  Sugges- 
tions, solicited  by  the  editor  of  The 
Neivs,  the  official  paper  of  the  com- 
pany, were  required  to  be  in  the  editor's 
hands  by  April  21. 

— ♦ 

One-Man  Cars  on  Kansas  Line 

One-man  cars  are  now  being  oper- 
ated by  the  Kansas  City  Public  Service 
Company  on  the  Holmes-Quindaro  line 
in  Kansas  City,  Kan.  They  operate  on 
three  and  eight-minute  schedules  and 
thus  increase  the  volume  of  service  to 
patrons.  From  9  o'clock  to  2  o'clock  on 
the  first  day  the  new  service  was  in- 
stalled, passengers  were  allowed  to  ride 
free. 


May  5, 1928 


ELECTRIC  RAILWAY  JOURNAL 


747 


Color  Suggestions  Total  3,451 
in  Jacksonville 

The  people  of  Jacksonville  and  Duval 
County  have  been  thanked  and  con- 
gratulated in  a  recent  newspaper  adver- 
tisement by  the  Jacksonville  Traction 
Company,  Jacksonville,  Fla.,  for  the 
3,451  valuable  suggestions  for  colors  for 
the  company's  cars.  The  company  of- 
fered a  first  prize  of  $25,  two  second 
prizes  of  $15  each,  three  third  prizes  of 
$10,  and  100  fourth  prizes  of  $1  each 
for  the  best  color  suggestion  for  repaint- 
ing Its  cars.  The  sketches  submitted 
were  judged  according  to  their  practi- 
cal color  value,  artistic  value  and  neat- 
ness. Many  of  the  winning  exhibits 
were  on  display  in  a  window  of  Cohen 
Brothers  big  store.  The  names  of  the 
winners  were  published  in  newspaper 
advertisements. 


sum  considerably  less  than  the  figure  which 
we  have  found  as  a  rate  base.  The  testi- 
mony as  to  these  items  discloses  wide  varia- 
tion in  the  several  estimates,  and  in  our 
opmion,  not  more  than  $36,350,000  could 
fairly  be  said  to  represent  the  basic  figure 
of  reproduction  cost  new,  less  depreciation. 


Commission  to  Pass  On  One-Man 
Cars  for  Hartford 

The  Connecticut  Company,  Hartford, 
Conn.,  has  taken  its  plea  to  be  allowed 
to  operate  one-man  cars  in  Hartford 
before  the  Public  Utilities  Commission. 
The  original  Tucker  grant,  over  which 
there  has  been  much  controversy,  re- 
quired that  the  railway  operate  all  'trol- 
leys with  two-man  crews.  The  city  of 
Hartford  has  allowed  about  22  per  cent 
one-man  operation  and  it  is  the  plan  of 
the  Connecticut  Company  to  increase 
this  to  90  per  cent. 

A  recent  hearing  was  held  at  which 
Connecticut  Company  officials  presented 
one-man  car  statistics  to  the  commission. 
The  city  was  not  represented  at  the 
meeting.  President  J.  K.  Punderford 
stated  that  if  permission  were  granted 
the  company  planned  to  rebuild  its  pres- 
ent cars  as  one-man  models.  It  was 
brought  out  that  revenues  of  the  com- 
pany had  dropped  $250,000  in  one  year. 
Figures  were  presented  to  show  the 
steadily  increased  operation  of  one-man 
cars  in  other  cities.  Accidents,  it  was 
maintained,  were  no  higher  with  one- 
man  than  with  two-man  cars.  One- 
man  cars  are  also  more  economical. 


Rehearing  on  Los  Angeles 
Railway  Fares  Denied 

Finding  no  merit  in  the  contention  of 
the  Los  Angeles  Railway,  Los  Angeles, 
Cal.,  that  the  commission  had  erred  in 
denying  its  application  for  a  fare  in- 
crease from  5  cents  to  7  cents,  the 
Railroad  Commission  has  denied  the 
petition  of  that  company  for  a  rehear- 
ing. In  its  order  denying  the  rehearing 
the  commission  emphasized  that  the  rate 
base  of  $42,000,000  fixed  for  that  utility 
in  the  commission's  order  was  extremely 
liberal,  and  that  the  commission  had 
carefully  considered  all  of  the  evidence 
and  claims  of  value  which  were  before 
it  in  the  rate  hearing.  In  passing  on 
this  point  the  commission  said  in  part: 
It  is  significant  that,  on  this  record,  a 
fair  allowance  for  reproduction  cost  new, 
less  depreciation,  would,  with  fair  allow- 
ance for  all  intangible  items,  amount  to  a 


"New  Business"  Contest  in 
East  St.  Louis 

A  "new  business"  contest  in  East  St. 
Louis,  111.,  has  been  under  way  since 
April  1  among  the  employees  of  the 
East  St.  Louis  Railway  and  affiliated 
companies.  The  contest  otifers  cash 
prizes  of  $100,  $50  and  $25  and  three 
bonuses.  According  to  the  contest  rules, 
employees  are  appointed  as  agents  of 
the  companies  in  the  solicitation  of 
chartered  trips  on  the  Blue  Goose 
Motor  Coach  lines  and  on  the  street 
car.  Traffic  tip  cards  giving  informa- 
tion of  possible  sources  of  new  business 
have  been  distributed  in  connection  with 
the  contest.  These  cards  are  to  be  filled 
out  by  the  employee  and  sent  to  the 
traffic  solicitor,  who,  in  turn,  will  follow 
up  the  tip  and  endeavor  to  secure  the 
business.  The  cash  commissions  are 
paid  to  those  employees  securing  busi- 
ness over  a  stipulated  amount  and,  in 
addition,  the  total  amount  of  business 
secured  is  placed  to  their  credit  toward 
the  three  bonuses  to  be  awarded  at  the 
end  of  the  contest. 


Improvements  for  Columbus 

Approved 

The  proposal  of  the  Columbus  Rail- 
way, Power  &  Light  Company,  Colum- 
bus, Ohio,  to  make  all  streets  with  car 
tracks  main  thoroughfares  and  to  speed 
up  service  from  20  to  25  m.p.h.,  has  been 
approved  by  the  Columbus  Traffic  Com- 
mission in  answer  to  the  request  of  the 
City  Council  for  a  recommendation. 
Establishment  of  the  skip-stop  system 
was  also  approved.  Objection  to  the 
clause  making  all  track  streets  main 
thoroughfares,  regardless  of  the  amount 
of  traffic  on  them,  has  been  expressed 
by  the  Columbus  Automobile  Club, 
Mayor  Thomas  and  police  officials,  as 
well  as  several  Councilmen.  A  survey 
of  the  situation  is  to  be  conducted  be- 
fore the  Council  acts. 


^20,000,000  for  Initial  Read- 
ing Electrification 

ELECTRIFICATION  for  the 
Reading  Railroad  out  of  Phil- 
adelphia, Pa.,  was  foreshadowed  in 
the  purchase  on  April  30  by  that 
company  of  a  12-acre  tract  at  Nine- 
teenth and  Rockland  Streets,  Phil- 
adelphia, Pa.,  for  the  erection  of  an 
electric  train  storage  yard.  Agnew 
T.  Dice,  president,  said  that  elec- 
trification of  the  line  would  embrace 
one  of  the  most  important  sectors 
of  the  road,  namely,  from  the  Read- 
ing Terminal  to  Wayne  Junction. 
Other  improvements  were  pred- 
icated upon  the  completion  of  this 
work,  and  when  the  Chestnut  Hill 
branch  was  in  operation  the  com- 
pany anticipated  making  extensions 
of  electric  service  to  Lansdale  on 
the  Bethlehem  branch  ajid  from 
Glenside  to  Willow  Grove.  The 
next  step  would  be  a  continuation  to 
the  New  York  branch,  with  the  first 
projection  of  service  being  from 
Jenkintown  to  Langhorne. 

The  electrification  program  will 
be  carried  out  at  a  cost  of  $20,- 
000,000.  It  provides  for  the  trans- 
formation of  lines  from  the  Reading 
Terminal,  Philadelphia,  to  Chestnut 
Hill  as  the  first  step.  Seven  grade 
crossings  in  the  Germantown  sec- 
tion will  be  removed  and  seven 
bridges  will  be  rebuilt  under  exist- 
ing plans.  Also  a  large  terminal 
yard  will  be  constructed  at  Chest- 
nut Hill. 


Franchise  Plans  in  Kansas  City 
Advanced 

Formal  approval  was  given  the  pro- 
posed new  bus  franchise  plans  by  the 
board  of  directors  of  the  Kansas  City 
Public  Service  Company  on  April  26. 
The  company  will  ask  a  new  franchise 
of  the  city. 

Powell  C.  Groner,  president  of  the 
company,  announced  it  was  planned  to 
have  the  ordinance  ready  for  the  next 
meeting  of  the  City  Council.  A  15- 
cent  fare  for  the  downtown  buses,  and 
new  routings  were  covered  in  sugges- 
tions filed  with  the  city  clerk. 

The  new  bus  ordinance  will  retain 
the  Warwick  bus  line  on  Grand  Avenue 
and  will  send  the  Armour-Paseo  bus 
line  down  Baltimore  Avenue.  It  had 
been  announced  previously  that  these 
bus  lines  would  go  into  the  downtown 
district  on  other  streets.  Officials  of 
the  company  in  submitting  the  ordinance 
to  the  City  Council  will  suggest  that 
the  shift  in  bus  routes  be  made  May  31. 


Nahant-Lynn  Fare  Increase 
Stands 

The  Public  Utilities  Commission  has 
allowed  the  fare  increase  of  the  Nahant 
&  Lynn  Street  Railway  of  Massachu- 
setts and  dismissed  the  petition  of  the 
Selectment  of  Nahant  asking  for  the  in- 
crease to  be  set  aside.  The  fare  increase 
goes  into  effect  at  once  and  provides  for 
a  2-cent  increase  from  13  to  15  cents 
between  Nahant  and  Lynn  and  also  a 
slight  increase  in  the  price  of  strip 
tickets. 

In  its  opinion  the  commission  stated 
that  for  the  year  1927  the  operating 
revenue  of  the  company  did  not  meet  the 
actual  operating  expenses  by  approxi- 
mately $11,000  and  that  in  1925  and 
1926  the  difference  was  even  greater. 
In  spite  of  the  several  suggestions  made 
the  commission  felt  it  ought  not  to  set 
up  judgment  against  the  management  of 
the  company,  faced  as  it  was  with  an 
annual  deficit.  It  was  obvious  that  the 
management  should  take  such  steps  as 
were  possible  to  maintain  its  patronage 
and  increase  revenues. 


748 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.lS 


Special  Services  on  South 
Shore  Line 

Half-hour  service  during  week-ends 
between  Chicago  and  Michigan  City, 
and  eight  new-  trains,  including  several 
operating  on  extra  fast  time,  are  among 
the  features  of  the  new  summer  service 
schedules  of  the  South  Shore  Line, 
which  became  effective  April  29  on 
central  standard  time,  but  adapted  in 
convenience  to  daylight  time.  Time 
folders  were  distributed  detailing  the 
changes. 

Of  particular  interest  to  theater- 
goers along  the  South  Shore  Line  is  the 
new  10:15  p.m.  South  Bend  limited  out 
of  Randolph  Street.  Chicago,  11:15 
p.m..  Chicago  time,  which  is  late  enough 
to  allow  most  theater  patrons  in  Chicago 
to  see  the  last  act  before  leaving  for 
their  train.  This  train  will  make  faster 
time  than  the  usual  schedule,  arriving  in 
South  Bend  at  12:30  a.m. 


calculated  to  stimulate  traffic  and  in- 
crease its  earnings.  Governor  Young 
was  appealed  to  by  the  City  Council  to 
take  action  against  the  new  fares. 


No  Relief  from  Parking 
in  Cleveland 

The  Cleveland,  Ohio,  City  Council  has 
definitely  refused  to  provide  relief  for 
operation  by  the  Cleveland  Railway  by 
prohibiting  all  auto  parking  on  down- 
town streets.  It  has  proposed  to  allow 
automobiles  to  drive  through  unoccupied 
safety  zones  outside  the  congested  areas 
thus  increasing  the  probabilities  of  de- 
laying and  tying  up  railway  service  at 
intersections  marked  by  traffic  lights. 
The  traffic  ordinance  is  about  to  be  re- 
vised, but  in  all  the  discussions  over 
parking,  the  protests  of  the  Cleveland 
Railway  have  gone  unheeded. 

Recently    Colonel    Joseph    H.    Alex- 


W.  D.  Mahon  on  Co-operation  with  the 

Mitten  Management 

TT  IS  a  new  step  in  the  industrial  undertakings  of  America,  but  I  feel 
A  that  we  understand  one  another  tiioroughly  and  that  the  spirit  of 
co-operation  will  be  developed  fully,  fairly  and  honestly,  and  that,  if  that 
is  done,  it  is  bound  to  bring  the  results  that  we  are  striving  for.  It  will 
take  time  and  patience  to  work  it  out,  but  both  sides  thoroughly  under- 
stand one  another,  and  I  have  great  hopes  for  this  plan  for  the  future. 
It  brings,  as  it  were,  a  new  day  to  this  great  army  of  industrial  workers 
that  follow  this  occupation  and  have  struggled  for  so  many  years  to 
bring  about  a  better  and  happier  day,  and  I  feel  assured  that,  if  our 
plans  work  out  as  we  have  outlined  them,  it  is  the  beginning  of  a 
happier  and  brighter  hour  for  the  street  and  electric  railway  workers 
of  America. — "The  Motonnan.  Conductor  and  Motor  Coach  Operator," 
official  organ  of  the  Amalgamated  Association. 


Rehearing  Fare  Petitions  in 
Los  Angeles  Denied 

The  California  Railroad  Commission 
has  denied  the  petitions  for  re-hearing 
filed  by  the  City  of  Los  Angeles,  and 
the  Venice  Branch  of  the  Los  Angeles 
Chamber  of  Commerce,  in  the  matter 
of  the  revision  of  the  rates  of  Pacific 
Electric  Railway.  In  announcing  its 
decision  the  commission  made  sweeping 
changes  in  the  rate  structure  of  that 
utility,  with  radical  reductions  in  one- 
\yay  and  round-trip  fares,  and  estab- 
lished a  basic  5-cent  zone  fare,  with  a 
shortening  of  the  zone,  in  the  city  of 
Los  Angeles.  The  petition  for  re- 
hearing filed  by  the  City  of  Los  Angeles 
related  to  the  local  fares  in  the  City  of 
Los  Angeles  only.  The  petition  filed 
by  the  Venice  (^'hamber  of  Commerce 
Branch  related  to  the  fares  between  Los 
Angeles  and  Venice  only. 

Rates  fixed  by  the  conunission  are 
intended  as  experimental  fares  only, 
and  the  commission  will  hold  itself 
open  to  make  such  revision  in  its 
order  as  developments,  during  the  actual 
operation  of  the  fares,  may  appear  to 
warrant.  In  its  original  order  the 
commission  found  the  financial  condi- 
tion   of    the    utility    warranted    action 


ander,  president  of  the  Cleveland  Rail- 
way, figured  that  the  company  would 
be  in  money  (and  the  fare  that  much 
nearer  a  reduction)  if  it  paid  for  park- 
ing space  in  downtown  garages  for  all 
the  automobiles  that  can  be  parked  on 
Euclid  Avenue  between  the  Public 
Square  and  East  22d  Street  during  the 
ten  business  hours  of  the  day,  provided 
al.so  that  r.o  parking  was  allowed  be- 
tween these  limits.  Due  to  fire  plugs, 
safety  zones,  bus  stops  and  regular  no 
parking  spaces,  there  is  room  for  only 
170  automobiles  to  park  on  Euclid  be- 
tween the  Square  and  East  22d  Street 
he  discovered.  The  parking  limit  is  one 
hour,  consequently  the  company  would 
be  willing  to  pay  for  the  storage  of  1,700 
automobiles  for  one  hour  each.  If  this 
plan  should  be  put  into  effect.  Mr.  .Alex- 
ander estimated  that  six  minutes  would 
be  cut  off  the  schedule  of  each  Euclid 
Avenue  car  and  the  money  saved  from 
accidents  and  delays  would  pay  the  park- 
ing costs  five  times  over. 

When  one  of  the  Councilmen  pro- 
posed to  take  all  daytime  parking  off 
the  downtown  streets,  the  protests  of  the 
merchants  had  the  effect  of  killirg  the 
proposal  in  one  day.  Since  then  the 
merchants  have  succeeded  in  preventing 
any  changes  whatsoever  in  downtown 
parking  regulations. 


Hearings  on  Pass  Abolition 

in  Chicago  Resumed 

Public  hearings  on  the  petition  of  the 
Chicago  Rapid  Transit  Company,  Chi- 
cago, 111.,  to  abolish  weekly  passes  and 
the  three-for-a-quarter  ticket  rate  and 
establish  a  flat  10-cent  fare  in  the  city 
of  Chicago  was  continued  on  April  26 
until  May  15  by  the  Illinois  Commerce 
Commission.  The  delay  in  the  hearings 
was  the  second  requested  and  obtained 
by  the  city  since  the  petition  was  filed 
by  the  company  last  February.  Patrick 
J.  Moynihan,  as  acting  chairman  of  the 
commission,  presided  over  the  recent 
hearing,  taking  the  place  of  David  H. 
Jackson,  who  resigned  at  the  request  of 
Governor  Small. 


When  Summer  Comes,  Mid- West 
Parlor  Service  Will  Follow 

Temporary  discontinuance  of  parlor 
car  service  l)etween  Chicago  and  cities 
in  the  Fox  River  Valley,  was  an- 
nounced by  the  Chicago,  Aurora  & 
Elgin  Railroad  to  go  in  effect  April  1. 
The  service,  which  was  discontinued  on 
account  of  light  patronage,  will  prob- 
ably be  resumed  in  about  two  months, 
when  the  heavy  summer  travel  begins, 
according  to  an  official  of  the  company. 


Sunday  Passes  Popular  in  Gary 

Sales  of  the  25-cent  Sunday  pass,  re- 
cently offered  to  patrons  of  the  Gary 
Railways,  Gary,  Ind.,  totaled  1,500  on 
April  15,  the  first  day  of  the  sale,  and 
more  than  1.700  on  April  22.  The  pass 
entitles  the  bearer  to  travel  anywhere 
on  the  company's  system  for  as  many 
trips  as  he  likes,  on  the  day  of  issue.  As 
a  result  of  the  popularity  of  the  new 
form  of  ticket,  headway  on  the  27-mile 
Gary- Valparaiso  interurban  division  has 
been  increased  on  Sundays  from  every 
two  hours  each  way  to  hourly  service. 


For  an  Institute  of  Traffic 
Research 

I-'ormation  of  a  national  institute  lor 
street  and  highway  traffic  research  will 
be  discussed  at  a  conference  in  St.  Louis, 
Mo.,  on  May  23,  sponsored  by  Nation's 
Traffic,  devoted  to  street  and  highway 
traffic  problems. 

In  this  connection  formation  of  a 
traffic  institute  to  centralize  all  efforts 
in  research  for  safety  and  other  phases 
of  the  problem  is  made  in  the  same 
publication  by  H.  M.  Gould.  The 
Gould  plan  calls  for  a  group  of  workers 
sponsored  by  every  interest  affected  who 
would  conduct  field  research  under  ac- 
tual conditions  in  a  large  city  which 
would  permit  the  use  of  its  streets  as  a 
laboratory.  Reports  rendered  on  the 
tests  would  be  universally  disseminated. 
The  iniblic  would  be  given  the  necessary 
information  through  paid  advertisements 
in  the  press.  The  plan  is  to  "get  the 
facts  and  then  broadcast  them." 


May  5.  1928 


ELECTRIC  RAILWAY  JOURNAL 


749 


Recent  Bus  Developments 


=ete^ 


\ 


» 


New  Route  in  South  Bend 

The  Chicago,  South  Bend  &  North- 
ern Indiana  Railway  was  granted  per- 
mission on  April  21  by  the  Indiana  Pub- 
lic Service  Commission  to  operate 
buses  on  a  new  route  in  the  west  portion 
of  Soutli  Bend,  Ind.  This  line  will 
be  an  extension  of  the  local  railway 
service,  connecting  the  Washington 
Avenue,  Lincoln  Way  and  Portage 
Avenue  car  lines.  Transfers  will  be 
given  from  street  cars  to  the  bus  line 
upon  payment  of  an  additional  2  cents, 
while  bus  passengers  will  pay  a  10-cent 
fare  and  have  free  transfer  privileges  to 

the  street  cars. 

» 

Project  in  Berkeley  Carries 

The  new  5-cent  privately  operated 
bus  line  project  in  Berkeley,  Cal.,  was 
approved  by  a  vote  of  13,466  to  9,328  at 
the  election  which  was  held  there  May  I. 
It  provided  for  operation  of  buses  from 
the  center  of  Berkeley  to  the  Golden 
Gate  Ferry  Pier,  local  service  to  cost 
5  cents  and  trans-bay  service  18  cents 
as  opposed  to  7-cent  local  fares  and  21- 
cent  ferry  fares  now  charged  on  the 
Key  System  Transit  Company  lines  and 
on  the  Southern  Pacific.  Recently  the 
Key  System  was  authorized  to  substi- 
tute bus  service  on  certain  railway 
routes  in  Berkeley. 

The  bus  proposition  was  presented  as 
an  ordinance  ten  months  ago,  but  the 
Berkeley  City  Council  refused  to  pass 
it.  In  a  hot  campaign  the  initiative  was 
bitterly  assailed  by  the  two  rival  rail- 
road companies.  Supporters  of  the  new 
bus  line  declared  that  the  Key  System 
and  the  Southern  Pacific  are  rendering 
unsatisfactory  service  because  of  costly 
duplication. 

Postmaster  Heywood  of  Berkeley  is 
the  sponsor  of  the  bus  initiative.  Presi- 
dent A.  O.  Stewart  of  the  Golden  Gate 
Ferry  Company  said  that  he  would  be 
ready  to  run  buses  on  the  new  route 
within  60  days  after  the  necessary  per- 
mission had  been  granted  by  the  State 
Railroad  Commission. 


Would  Carry  Out  Former  Bus 
Railway  Proposal  for  Buffalo 

Plans  for  a  city-wide  co-ordinated 
bus  and  railway  system  for  Buffalo, 
N.  Y.,  suggested  two  years  ago  by  the 
International  Railway  and  the  Inter- 
national Bus  Corporation,  but  rejected 
by  the  City  Council  under  the  former 
commission  form  of  municipal  govern- 
ment, have  been  revived  by  the  Cham- 
ber of  Commerce  and  representative 
business  organizations  of  the  city  in  co- 
operation with  the  new  Buffalo  city 
government.  Mayor  Frank  X.  Schwab, 
in  sending  out  invitations  to  business 
organizations  of  the  city  to  co-operate 
in  carrying  out  the  proposals,  said  that 
he   was   anxious   to   have   this   system 


started  as  soon  as  possible  in  the  in- 
terests of  better  transportation;  that 
if  the  International  wanted  to  estab- 
lish a  co-ordinated  bus-trolley  system 
and  treated  the  city  fairly  he  would  be 
glad  to  make  a  reconmiendation  to  the 
Council.  He  said  he  was  in  favor  of  a 
universal  transfer  between  trolley  and 
bus  lines  and  that  consideration  would 
be  given  to  permits  for  operation  op 
Bailey  Avenue. 


Will  Substitute  for  Cars  on 
San  Diego  Line 

Permission  has  been  granted  by  the 
California  Railroad  Commission  to  the 
San  Diego  Electric  Railway  to  abandon 
service  along  First  Street,  between  B 
and  Laurel  Streets  in  San  Diego.  The 
order  calls  for  bus  service  under  a 
10-minute  headway. 


All-Bus  Operation  in  White  Plains 
and  Harrison 

The  Public  Service  Commission  on 
April  23  authorized  the  Westchester 
Street  Transportation  Company,  Inc.,  to 
substitute  buses  for  street  cars  on  its 
Silver  Lake  Line,  This  substitution 
will  be  the  final  step  in  the  policy  of  the 
company  to  substitute  buses  for  street 
cars  in  the  city  of  White  Plains  and  the 
town  of  Harrison.  Both  the  city  and 
town   have  given  their  consent  to   the 

substitution. 

» 

Bus  Business  in  Newport  Sold 

The  Newport  Electric  Corporation, 
Newport,  R.  I.,  sold  its  bus  properties 
to  the  Newport  &  Providence  Railway 
on  March  1,  1928. 


Substitution  in  Massachusetts 
Cities 

The  Norton,  Attleboro  &  Taunton 
Street  Railway,  controlled  by  the  three 
Massachusetts  cities  named,  plans  to 
abandon  service  and  to  substitute  bus 
transportation.  Both  the  physical  and 
financial  condition  of  the  company,  it  is 
said,  make  the  move  imperative.  City 
governments  of  the  towns  involved  have 
been  asked  to  study  the  situation  and 
provide  the  names  of  bus  companies 
that  may  desire  to  furnish  service 


Five-Cent  Fare  on  Roanoke 
Line  Refused 

The  Roanoke  Railway  &  Electric 
Company  has  refused  to  grant  the  citi- 
zens of  the  Williamson  Road  section  a 
5-cent  bus  fare.  The  railway  buses 
operate  from  5:45  a.m.,  until  10:15 
p.m.,  but  the  citizens  are  urging  that 
they  be  operated  until  at  least  11 :20p.m. 


Tulsa  Gives  Convention  Visitors 
a  Sight-Seeing  Trip 

The  Oklahoma  Union  Railway  and  the 
Union  Transportation  Company,  a  sub- 
sidiary, have  adopted  the  sight-seeing 
bus  idea  and  give  visitors  to  the  more 
important  conventions  a  two-hour  trip 
over  Tulsa  in  their  large  parlor  buses. 
An  .employee  of  the  company  points  out 
the  places  of  interest  in  the  city. 

Commission  Approves  Additional 
Bus  Routes  for  Public  Service 

Approval  of  municipal  consents  to  the 
Public  Service  Co-ordinated  Transport, 
Newark,  N.  J.,  for  the  operation  of 
ten  de  luxe  buses  between  Paterson 
and  Hackensack  was  granted  on  April 
21  by  the  Board  of  Public  Utility  Com- 
tnissioners.  The  rates  of  fare  for  the 
service  are : 

Within  Paterson,  10  cents;  Paterson 
to  East  Paterson,  15  cents;  Paterson  to 
the  Maywood-Hackensack  line,  20  cents, 
and  Paterson  to  Hackensack,  25  cents. 

The  board  also  approved  municipal 
consents  granted  the  company  for  an 
extension  of  the  Elizabeth-Roselle  Park 
route  to  Westfield  and  for  the  operation 
of  fourteen  buses.  The  extension  would 
have  four  zones  each  at  a  5-cent  fare. 


Additional  Bus  Routes  Sought 
for  Buffalo  Suburban  Run 

Application  was  made  on  May  1  by 
John  T.  Burke,  as  received  of  the  Ham- 
burg Railway,  to  the  New  York  Public 
Service  Commission  for  a  certificate  for 
the  operation  of  an  additional  bus  route 
in  Ridge  Road  to  make  a  loop  or  circuit 
in  the  existing  bus  lines  operated  be- 
tween Lackawanna  and  Blasdell,  N.  Y. 

The  Buffalo  City  Council  has  re- 
jected the  application  of  the  receivers 
for  permission  to  operate  buses  in  Buf- 
falo as  part  of  the  proposed  Bufifalo- 
Perrysburg  bus  route.  The  company 
sought  permission  to  use  certain 
streets  in  Buffalo  to  the  Buffalo-Lack- 
awanna city  line.  Opposition  to  the 
proposed  bus  line  was  voiced  by  rep- 
resentatives of  the  Buifalo  &  Lack- 
awanna Traction  Company  and  the 
Buffalo  &  Erie  Railway.  Buffalo  retail 
interests  favored  the  project. 


Bus  Preparations  in  Keokuk 

The  Keokuk  Motor  Coach  Company, 
Keokuk,  Iowa,  has  been  organized  to 
establish  and  operate  motor  coach  lines 
in  Keokuk,  Iowa,  to  supplant  the  local 
railway  service,  scheduled  for  suspen- 
sion on  May  15.  Five  buses  will  be  put 
into  service  at  the  opening  of  its  new 
schedule  and  others  will  be  added. 

Paul  O.  Dittmar,  representing  a  Chi- 
cago accounting  firm;  G.  E.  Eldridge, 
Reo  Motor  Company,  Lansing,  Mich. ; 
Roy  E.  Green,  First  Trust  &  Saving 
Bank,  Whiting,  Ind.,  and  Henry  S. 
Walker,  Keokuk,  are  the  incorporators. 
Mr.  Dittmar  is  president,  Mr.  Walker 
vice-president,  and  Mr.  Green  secretary. 


750 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  NoA8 


Financial  and  Corporate 

r-fTr  "' 


City  Companies  Do  Well 

Despite  unfavorable  economic  factors,  statistics  covering  1927 
operations  show  traffic  in  large  cities  practically  a  con- 
stant.   Other  groups  not  doing  so  well.     Results 
from  bus  operation  greatly  improved 


FROM  reports  for  1927  made  to  the 
American  Electric  Railway  Asso- 
ciation it  is  apparent  that  the  city  rail- 
way systems  are  about  holding  their 
own  but  that  the  interurban  and  subur- 
ban companies  are  finding  it  more  and 
more  difficult  to  maintain  themselves. 
The  private  automobile  and  the  inter- 
city bus  are  taking  a  heavy  toll  from  the 
traffic  of  the  latter  groups.  The  re- 
sults on  the  city  lines,  on  the  contrary, 
are  quite  encouraging.  A  loss  of  only 
L26  per  cent  in  revenue  passengers  in 
a  year  of  sub-normal  industrial  activity 
suggests  that  with  the  recovery  of  busi- 
ness activity  the  electric  railways  in 
cities  may  look  for  improvement  in  their 
business.  The  operating  ratio  of  70.91 
per  cent  for  the  city  lines  is  a  healthy 
one.  The  stability  of  operating  ex- 
penses is  also  a  source  of  encouragement 
and  the  ability  of  this  group  of  com- 
panies to  increase  its  net  income  sub- 
stantially in  an  unfavorable  year  is  re- 
garded as  significant. 

As  Edmund  J.  Murphy,  chief  statis- 
tician of  the  association,  writing  in  Aera 
for  May  sees  it,  results  of  operations  of 
electric  railways  in  1927  indicate  that 
by  efficient  management  and  careful 
economies  the  companies  were  able  to 
offset  to  a  large  degree  the  effects  of 
rather  unfavorable  traffic  conditions. 
Not  all  of  the  companies,  of  course, 
were  able  to  do  this  equally  well.  The 
city  companies  were  most  successful  in 
this  respect,  but  they  make  up  so  large 
a  portion  of  the  industry  that  their  in- 
clusion in  any  statement,  particularly 
the  inclusion  of  the  companies  operating 
in  the  large  metropolitan  cities,  makes 
such  a  statement  reflect  principaJly  con- 


ditions prevailing  on  city  lines  which 
are  generally  much  more  satisfactory 
than  on  other  lines. 

Net  Income  Conserved 

In  1927  industrial  conditions  were  un- 
even and  in  some  industries  there  was 
actual    depression.      The    resulting   de- 


net  income.  Although  there  was  a  de- 
crease of  1.68  per  cent  in  railway  oper- 
ating revenues  in   1927  compared  with 

1926,  the  gross  income  remaining  after 
the  payment  of  operating  expenses  and 
taxes  but  before  the  payment  of  fixed 
charges  was  only  0.31  per  cent  less  than 
in  1926. 

The  railways  were  aided  in  their 
efforts  to  offset  the  effects  of  decreasing 
traffic  by  a  higher  average  rate  of  fare 
resulting  from  the  numerous  increases 
in  fares  granted  during  both  1926  and 

1927.  Thus,  while  the  number  of  rev- 
enue passengers  carried  decreased  2.49 
per  cent  the  amount  of  passenger  rev- 
enue collected  from  these  passengers 
decreased  only  1.94  per  cent.  Operating 
expenses  decreased  1.77  per  cent.  This 
was  partly  due  to  curtailed  service  and 
partly  to  the  lower  cost  of  materials  in 
1927.  The  curtailment  of  service  was, 
of  course,  a  natural  consequence  of  the 


Statistics  Compiled  by  American  Electric  Railway  Association 

COMBINED   OPERATIONS   OF   322  COMPANIES 


1927  1926 

Railway  operating  revenue $794,074,168  $804,443,915 

Railway  operating  expense 584,392,950  592,911,000 

Net  operating  revenue $209,681,218 

Operating  ratio  (per  cent) 73.59  73.70 

\fileB  of  track 32,106  32,t8l 

Revenue  paraengera 10,505,747,511  10,720,056,130 

Total  pasaengers 13,363,554,346  13,633,643,345 

Car  milee  (revenue) 1,890,886,569  1,902,308,748 


Increase 
or  (D) 

Decrease 
(D)  $10,369,747 
(D)      8,518,050 


Per  Cent 
Increase 
or(D) 
Decrease 
(D)  1.29 
(D)  1.44 


$211,532,915         (D)     $1,851,697         (D)  0.88 


(D)  0.11 

(D)  75 

(D)  214,308,619 
(D)  270,088,999 
(D)     11,422,179 


(D)  0. 15 
(D)  0.23 
(D)  2.00 
(D>  1.98 
(D)  0.60 


COMBINED  OPERATIONS  OF  322  RAILWAY  COMPANIES  AND   153  CONTROLLED  BUS 

UNDERTAKINGS 


Per  Cent 


1927 

Operating  revenue $832,404,720 

Operating  expense 61 9,932,322 

Net  operating  revenue $212,472,398 

Operating  ratio  (per  cent) 74. 47 

Miles  of  track  and  bus  route 38,208 

Revenue  passengers 10,982,306,589 

Total  passengers 13,908,729,695 

Car  and  bus-miles 2,032, 1 28,843 


1926 

Increase 

or  (D) 

Decrease 

Increase 

or(D) 

Decrease 

$835,453,9*8 
623,935,892 

(D)     $3,049,248 
(D)       4,003,570 

(D)  0.36 
(D)  0.64 

$211,518,076 

$954,322 

0.45 

74.68 

37,091 

11,093,354,850 

14,046,471,096 

2,016,886,829 

(D)               0.21 

1,117 

(D)   111,048,261 

(D)  137,741,401 

15,242,014 

(D)  0.28 

3.01 

(D)   1.00 

(D)  0.99 

0.76 

crease  in  the  number  of  people  employed 
aff^ected  electric  railway  traffic  adversely, 
as  it  always  does.  In  spite  of  these 
conditions,  however,  the  industry  was 
able  to  conserve  very  nearly  all  of  its 


decreased  traffic  and  indicates  that  the 
managements  were  watching  their  traffic 
demands  closely  and  were  quick  to  adapt 
their  service  to  the  reduced  riding. 
There  was  a  decrease  of  1.24  per  cent 


Statistics  Compiled  by  American  Electric  Railway  Association 

Part  I — Combined  Operating  Reports  of  206  Electric  Railways  for  the  Calendar  Year  1927  Compared  With  1926 

TABlj;  I— COMBINED   INCOME   STATEMENT 

. — Increase  or  (D)  Decrease — . 


1927 
..    .    .            $596,557,500 

1926 
$606,709,768 
446,989,954 

$159,719,814 

2,498,219 

38,111,905 

$124,106,128 
10,132,196 

$134,238,324 
111,606.083 

$22,632,241 

(6)    $15,150,954 

73.67 

3.73 

(D) 
(D) 

(D) 

(D) 

(D) 

(D) 
(D) 

(D) 
(D) 

Total 
$10,152,268 
7,872,816 

$2,279,452 
293,044 
703,160 

$1,283,248 
877,000 

$406,248 
483,902 

$890,150 

$477,211 

0.06 

0.09 

Per  Cent 

(D>     1.68 

(D)     1.77 

(D)     1.43 

11.73 

(D)     1 .  85 

(D)      1.04 
8.65 

(D)     0.31 
0.43 

(D)     3.94 

3.14 

(D)     0.09 

2.42 

, Cents 

42.68 
31.41 

11.27 
0.20 
«  79 

2.68 
0.79 

9.58 
8.02 

1.56 

per  Car-Mile- 
42.91       (D) 
31.61       (D) 

1 1 . 30       (D) 
0.18 
2.70       (D) 

8.78 
0.71 

9.49 
7.89 

1 .  60       (D) 

0.54 

Railway  operating  expeneea 

439,117,138 

0.63 

Net  operating  revenue 

JI57,440,362 

0.27 

Net  revenue:  Auxiliary  operations 

2,791,263 

11.11 

Taxea 

37  408.745 

0  74 

$122  822  880 

0.  II 

11,009,196 

11.27 

GroM  income 

1133  B32  076 

0  95 

DeduoUona  from  gross  income 

...    .             112  089  985 

1  65 

$21  742  091 

2  SO 

(o)    $15,628,165 

73.61 

3.64 

(a)  Reported  by  46  companies     (4)  Reported  by  44  companies. 


Mav  5,  1928 


ELECTRIC  RAILWAY  JOURNAL 


751 


TABLE   II— OPERATING   EXPENSES  BY  PRIMARY   ACCOUNTS 


1927 

Way  and  structures $52,867, 1 89 

Equipment 58,879,020 

Power 59,541,41 1 

Conducting  transportation 189,327,879 

Traffic 2, 1 92,065 

General  and  miscellaneous 64,615,962 

Transportation  for  investment^CJredit ■ — 231,153 

Total  operating  eipcnse (o)  $439,117,138 


1926 

$65,180, 

59,154, 

61,254, 

193,855, 

2,364, 

63,860, 

—477 


525 
421 
.557 
596 
156 
737 
483 


(D) 
(D) 
(D) 
(D) 
(D) 

(D) 


Increase 
or  (D) 
Decrease 
$2,313,337 
275,401 
1,713,146 
4,527,717 
172,090 
755,225 
—246,330 


Per  Cent 
Increase 
or  (D) 
Decrease 
(D)     3.55 
(D)     0.47 


(D) 
(D) 
(D) 
(D) 

(D) 


2.80 
2.34 
7.28 
1.18 
51.59 


4.50 
4.21 
4.26 
13.55 
0.16 
4.62 
—0.02 


—Cents  per  Car-Mile- 


4.61 
4.18 
4.33 
13.70 
0.17 
4.52 
—0.03 


(D) 

(D) 
(D) 
(D) 


2.39 
0.72 
1.62 
1.09 
5.88 
2.21 
(D)  33.33 


(6)  $446,989,954     (D)     $7,872,816       (D)     1.77       (a)  31.41       (6)31.61       (D)     0.63 


(a)  Includes  $1,924,764  undistributed  expense.   (6)  Includes  $1,797,444  undistributed  expense. 


in  the  number  of  passenger  car-miles 
operated,  compared  with  a  decrease  of 
2.64  per  cent  in  the  number  of  pas- 
sengers carried,  including  both  revenue 
and  transfer  passengers.  The  difference 
in  these  figures  indicates  that  a  relatively 
greater  amount  of  service  in  proportion 
to  the  traffic  was  given  in  1927  than  in 
1926.  This  is  borne  out  by  the  number 
of  passengers  carried  per  car-mile,  which 
was  7.1  in  1927  and  7.2  in  1926.  The 
number  of  passenger  car-hours  was  re- 
duced 2.33  per  cent,  a  greater  decrease 
than  in  the  case  of  the  car-miles  operated. 
The  average  speed  of  the  cars,  therefore, 
was  increased  from  10.1  miles  per  hour 
to  10.2  miles  per  hour,  a  very  substantial 
improvement  in  operating  efficiency. 
Because  of  this  greater  efficiency  the 


Part  II- 


average  number  of  miles  operated  by 
each  car  was  increased  from  39,226  in 
1926  to  39,549  in  1927.  At  the  same 
time  the  average  number  of  car-hours 
operated  by  each  _^___^__^_^^_^^ 
car  was  reduced 
from  3,836  in  1926 
to  3,673  in  1927. 
All  of  these  im- 
provements in  op- 
erating efficiency 
contributed  materi- 
ally to  the  reduction 
in  operating  ex- 
penses which,  to- 
gether with  the 
higher  fares,  en- 
abled the  electric 
railways  to  make  as 


good  a  showing  as  they  have  under  the 
conditions  which  obtained  during  the 
year. 

These  are  conclusions  based  on  the 


-City  Lines — Combined  Reports  of  79  Companies 
Operating  City  Lines  Exclusively 

TABLE  V— COMBINED   INCOME  STATEMENT 


TABLE   III— OPERATING   STATISTICS— 206   COMPANIES 


1927 
Passenger  car- miles. . ,     1,350,121,164 
Total  revenue  car-miles  1,397,697,154 
Revenue  passengers  (')    7,710,221,883 
Transfer  passengers  (?) 
Total  passengers  (')  . . 
Passenger  revenue. .  . . 
Revenue  car-hours  (^  . 
Passenger  car-hours  O 
Miles  of  single  track. . . 
Passenger    cars    oper- 
ated (<)  (a) 


1,606,430,890 

9,376,506,790 

$551,711,496 

119,737,456 

118,455,928 

23,421 

31,628 


1926 

1,366,937,151 

1,413,785,326 

7,906,409,142 

1,660,556,010 

9,630,681,258 

$562,579,731 

122,630,246 

121,279,429 

23,472 


Increase 
or  (D) 

Decrease 
(D)  16,815,987 
(D)  16,088,172 
(D)  196,187,259 
(D)  54,125,120 
(D)  254, 1 74,468 
(D)$10,868,235 
(D)  2,892,790 
(D)  2,823,501 
(D)  51 


Per  Cent 
Increase 
or  (D) 
Decrease 
(D) 1 .  24 
(D)1.14 
(D)2.49 
(D)3.26 
(D)2.64 
(D) 1 .  94 
(D)2.36 
(D)2.33 
CD) 0.22 


32,272    (D) 


644    (D)2.00 


(a)  Average  maximum  number  of 

0)  Reported  by  1 97  companies.    (  , , _, 

by  1 83  companies.   (')  Reported  by  1 78  companies 


of  passenger  cars  in  service  daily. 
.    r)  Reported  by  1 37  companies.    (')  Reported 


TABI^    IV— SIGNIFICANT    RATIOS    DERIVED    FROM 
FOREGOING   TABLES— 206   COMPANIES 


f 


<> 


e 


1927  1926 

Railway  operating  revenue $596,557,500           $606,709,768 

Per  mile  of  single  track $25,471                   $25,848 

Gross  income $133,832,076          $134,238,324 

Per  mile  of  single  track 5,714                       5,719 

Passenger  revenue $551,711,496           $562,579,731 

Per  revenue  passenger (})          7.0c, 

Per  total  pa-ssenger (})          5. 7c. 

Per  mile  of  single  track $23,556 

Per  passenger  car-mile 40.  9c. 

Per  car  operated (^      $  1 5,472 

Per  passenger  car-hour (^         $4.14 

Revenue  passengers (})  7,  710,221,883 

Per  mile  of  single  track (')      344,391 

Per  passenger  car-mile (*)             5.8 

Per  car  operated (5      216,038 

Per  passenger  car-hour (^               60 

Total  passengers (')  9,376,506,790 

Per  mile  of  single  track (!)      418,818 

Per  pafl.senger  car-mile i})            7.1 

Ratio;    Transfer    passengers    to 

revenue  passengers  (per  cent)  20.8 

Revenue  car-miles 1,397,697,154 

Per  mile  of  single  track 59,677 

Per  car  operated <*\        39,549 

Per  car-hour (•)            10.2 

Car-hours O      1 19,737,456    (^ 

Per  car  operated O         3,573 


5.9c. 

5.7c. 

$23,968 

41.2c. 

$15,448 

(')         $4.14 

(')  7,906,409,142 
(})  352,461 
0 


ft 


5.9 
216,830 
60 


(')  9,630,581,258 
(»)  429,328 
(')  7.2 


THE 

Per  Cent 
Increase 
or  (D) 
Decrease 
(D)  1.67 
(D)   1.46 

(D)  0.30 
(D)  0.09 

(D)   1.93 
(D)   1.43 

(D)'i.'72 

(D)  0.73 

0.16 


(D)  2.48 
(D)  2.29 
(D)  1.69 
(D)  0.37 

(D)  2.64 
(D)  2.45 
(D)   1.39 


21.0     (D)  0.95 


1,413,785,326 

50,233 

0        39,226 

ft  10.1 

122,530,246 
{')  3,836 


14 


(D)   1 

(D)  fl.92 
0.82 
0.99 

(D)  2.36 
(D)  4.25 


ft  Reported  by  1 97  companies. 
(*)  Reported  by  1 83  companies, 
ft  Reported  by  1 72  companies, 
ft  Reported  by  170  companies. 


ft  Reported  by  1 79  companies, 
ft  Reported  by  1 73  companies. 
O  Reported  by  155  companies. 


Per  Cent 

Increase 

Increase 

or  (D) 

or  (D) 

1927 

1926 

Decrease 

Railway  operating 

revenue 

Railway  operating 

$423,287,423 

$426,891,791 

(D)  $3,604,368 

(D)  0.84 

expense 

300,181,253 

305,157,248 

(D) 

4,975,995 

(D)  1.63 

Net      operating 

revenue 

$123,105,170 

$121,734,543 

$1,371,627 

1. 13 

Net  revenue:  Aux- 

iUary  operations 

763,911 

571,486 

192,425 

33  57 

Taxes 

27,229,379 

27,299,746 

(D) 

70,367 

(D)  0.26 

Operating  income 
Non-operating    in- 

$95,640,702 

$95,006,283 

$1,634,419 

1.72 

come 

5,741,557 

6,115,574 

625,983 

10.24 

Gross  income. . . 
Deductions      from 

$103,382,259 

$101,121,857 

$2,250,402 

2,24 

gross  mcome 

80,020,008 

79,408,554 

611,354 

0.77 

Net  income 

$23,362,251 

$21,713,203 

$1,549,048 

7.59 

Dividends (o)  $12,228,788 

Operating  ratio  (per 

(6)  $12,234,622 

(D) 

$5,834 

(D)  0.05 

cent) 

Ratio;  Net  income 

70.91 

71.48 

(D) 

0.57 

(D)  0.80 

to  operating  rev- 

enue  

5.52 

5.09 

0.43 

8.45 

(a)  Reported  by  28 

companies. 

5)  Reported  by  25  companies. 

T.4BLE   VI— OPERATING  EXPENSES  BY  PRIMARY  ACCOUNTS 

Per  Cent 

Increase  Increase 

■                                                          or  (D)  or  (D) 

1927                      1926                  Decrease  Decrease 

Way  and  structures        $39,546,808          $41,599,587     (D)  $2,052,779  (D)  4  94 

Equipment 40,339,211            40,932,018     (D)       592,807  (D)  l'45 

Power 39,324,574            40,058,001     (D)        743,327  (D)  1.86 

Conducting  trana- 

portation 137,796,327           140,401,944     (D)    2,605,617  (D)  I  86 

Traffic 747,250                 987,719     (D)       240,469  (D)24;35 

General  and  miscel- 
laneous            40,727,585            39,552,655              1,174,920  2.97 

Transportation  for 

investment — Cr.           — 102,365               ^84,521               — 17,844  21.11 

Total    operating 

expense (o)$300,181,253   (6) $305, 157,248     (D)  $4,975,995  (D)   1.64 


(a)  Includes  $1,801, 763. undistributed  expense. 

(6)  Includes  $1,599,835  undistributed  expense. 

TABLE  VII— OPERATING   STATISTICS 

Per  Cent 

Increase 

Increase 

or  (D) 

or  (D) 

1927 

1926 

Decrease 

Decrease 

Passenger  car-miles. .       991,363,648 

997,369,635 

(D)    6,005,987 

(D)  0.60 

Total    revenue    car- 

miles 1,000,017,800 

1,007,181,217 

(D)     7,163,417 

(D)  0.72 

RevenuepassengersC')  6,202,325,617 

6,281,044,385 

(D)  78,718,769 

(D)   1.26 

Transfer  passenger8(«)   1 ,403,379,7 1 7 

1,443,535,434 

(D)  40,155,717 

(D)  2.79 

Total  passengers  (•)..    7,637,754,069 

7,758,690,453 

(D)  120,936,384 

(D)   1.56 

Passenger  revenue. . .     $408,7 1 2,840 

$412,445,636 

(D)  $3,732,796 

(D)  0.91 

Revenue  car-hours  (')        88,298,298 

90,063,223 

(D)     1,764,925 

(D)  1.96 

Passenger  car-hours(')       88,148,855 

89,912,072 

(D)     1,763,217 

(D)   1.96 

Miles  of  single  track..                 9,890 

9,896 

(D)                  6 

(D)  0.07 

Passenger  cars  oper- 

ated (<)  (a) 24.176 

24,429 

(D)              253 

(D)  1.04 

(a)  Average  maximum  number  of  oars  in  serWce  daily.  (')  Reported  by  77 
companies.  (^  Reported  by  66  companies.  <^  Reported  by  73  companies. 
(*)  Reported  by  70  companies. 


752 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.l8i 


complete  reports  of  206  electric  railways 
for  the  calendar  years  1927  and  1926. 
The  total  operating  revenues  of  these 
companies  was  $596,557,500  in  1927 
compared  with  $606,709,768  in  1926. 
These  revenues  represent  approximately 
65  per  cent  of  the  total  revenues  of  all 
the  electric  •  railways  in  the  United 
States. 

In  addition  to  these  206  companies 
reports  were  also  received  from  116 
other  companies.  Due  to  the  fact  that 
they  carry  on  a  joint  railway,  power 
and  light  business  and  that  it  was  im- 
possible for  them  to  segregate  their  taxes 
and  fixed  charges  between  their  railway 


operations  and  these  other  operations, 
they  could  not  be  included  in  the  tables 
showing  a  complete  income  statement. 
They  are,  however,  included  in  the  table 
of  combined  operations  and  are  shown 
again  with  the  operations  of  153  affiliated 
motor  bus  lines  included. 

The  companies  referred  to  in  the  com- 
bined statement  represent  approximately 
76  per  cent  of  the  entire  industry.  The 
trends  shown  by  this  larger  group,  how- 
ever, do  not  differ  materially  from  those 
of  the  group  of  206  companies,  indicat- 
ing that  the  latter  are  fairly  typical  of 
the  industry  as  a  whole.  The  table  of 
combined  operations  therefore,  is  inter- 


esting only  for  the  magnitude  of  the' 
operations  shown  and  for  the  testimony 
it  gives  as  to  the  accuracy  and  repre- 
sentativeness of  the  group  of  206  com- 
panies. The  table,  including  the  bus 
operations  of  electric  railways,  is  of 
special  interest  because  it  shows  that 
with  the  results  of  bus  operations  added 
in  the  net  revenue  of  the  industry  is 
increased.  This  is  the  first  year  that 
this  has  occurred  and  it  reflects  the 
encouraging  progress  being  made  by  the 
electric  railways  in  their  bus  operations. 
While  the  addition  of  the  buses  in 
1926  reduced  the  net  operating  revenue 
of  the  whole  group,  the  inclusion  of  the 


Part    III — Interurban    Lines — Combined    Reports    of    50 
Companies  Operating  Interurban  Lines  Exclusively 

T.\BLE   VIII— INCOME   ST.\TEMENT 


1927 


1926 


Per  Cent 
Increase  Increase 

or  (D)  or  (D) 

Decrease  Decrease 


Railway  operatingrevenue.  $19,379,502     $20,017,059     (D)    $637,557     (D)  3.  19 
Ptailway  operating  expense.      16,710,117        16,867,780     (D)       157,663     (D)  0.94 


Net  operating  revenue. . ,  $2,669,385 
Net     revenue:      Auxiliary 

operations 1  58,634 

Taxes 1.015,533 

Operating  income $1,812,486 

Non-operating  income.  ..  .  526,734 

Gross  income $2,339,220 

Deductions  from  gross  in- 
come   4,033,483 


$3,149,279     (D)    $479,894     (D)I5.24 


173,479     (D) 
1.073,176     (D) 


14,845     (D)  8.56 
57,643     (D)  5.38 


$2,249,582     (D)    $437,096     (D)  19.44 
493,157  33,577  6.81 


$2,742,739     (D)    $403,519     (D)I4  72 
4.093,382     (D)       59,899     (D)   1.47 


Netineome •$1,694,263     *$1, 350,643     (D)    $343,620 


Dividends (ii)$350,95l 

Operating  ratio  (per  cent) . .  86 .  22 

Ratio:  Net  income  to  oper- 
ating revenue 


(a)  $366,290     (D) 
84.26 


$15,339     (D)  4.19 
1.96  2.32 


•Deficit,  (o)  Reported  by  seven  companies. 


TABLE     IX— OPERATING     EXPENSES     BY     PRIMARY    ACCOUNTS 

Per  Cent 

Increase  Increase 

or  (D)  or  (D) 

1927                         1926              Decrease  Decrease 

Way  and  structures.           $3,208,776            $3,131,788               $76,988  2.45 

Equipment 1,948,419                1,945,988                     2,431  0.12 

Power 2,845.843              3,030,514       (D)    184,671  (D)  6.10 

Conducting     trans- 
portation              5,203,130              5,262,344       (D)      59,214  (D)   1.13 

Traffic 350,654                  323,081                  27,573  8.53 

General  and  miacel- 

laneous 3,130.719              3,158,689       (D)      27,970  (D)  0.89 

Transportation     for 

investment— Cr..                   —724                 —3.200       (D)   —2,476  (D)77.38 

Total      operating 
expense (a)$16.7IO,l  17      (I>)$16.867,780      (D)  $157,663     (D)0.94 

(a)  Includes  $23,300  undistributed  expense.  (6)  Ineludea  $18,576  undistributed 
expense. 


TABLE  X— OPERATING  STATISTICS 


Passenger  car-miles. .  .  . 
Total  revenue  car-miles 
Revenue  passengers  (*) 
Transfer  passengers  (^ 
Total  passengers  (^> .. . . 

Pusenger  revenue 

Revenue  car-hours  {*).. 
Passenger  car-boursC) .. 
Miles  of  single  track. . . . 
Passenger  cars  oper- 
ated C>)  (a) 


1927 

32,726,281 

44,285,258 

34,801,282 

739,951 

37,047,065 

$10,824,181 

1,554,344 

1.170.676 

2.912 

534 


1926 

33,706,326 

44,480,585 

36,819,171 

776,852 

39,104,334 

$11,565,912 

1,588,246 

1,198,070 

2,902 

528 


Increase 
or(D) 

Decrease 
(D)  980,045 
(D)  195,327 
(D)  2.017,889 
(D)  26,901 
(D)  2,057,269 
(D)  $741,731 
(D)  33,902 
(D)  27,394 
10 


Per  Cent 
Increase 
or(D) 
Decrease 


(D) 
(D) 


2.91 
0.44 


(D)  5.49 


(D) 
(D) 


4.76 
5.27 


(D)  6.42 

(D)  2.  14 

(D)  2.29 

0.34 

1.14 


fa)  Average  maximum  number  of  passenger  oars  in  service  daily. 
0)  Reported  by  46  companies. 
y)  Reported  by  1 1  companies. 
(*)  Reported  by  39  companies. 


Part  IV — City  and  Interurban  Lines — Combined  Reports 

of  77  Companies  Operating  Combined  City  and 

Interurban  Lines 


TABLE  XI— INCOME  STATEMENT 


1927 

Railway  operating  rev- 
enue  $153,890,575 

Railway  operating  ex- 
pense     122,225,768 

Net  operating  revenue  $31,664,807 
Net  revenue:  Auxiliary 

operations 1,868.718 

Taxes 9,163,833 

Operating  income $24,369,692 

Non-operating    income       3,740,905 

Gross  income $28, 1 1 0,597 

Deductions  from  gross 
income 28,036,494 

Netineome $74,103 

Dividends (o)  $3,048, 426 

Operating  ratio,per  cent  79.42 

Ratio:  Net  income  to 
operating  revenue.. . .  0. 04 


1926 


Increase 

or(D) 

Decrease 


Per  Cent 
Increase 
or(D) 
Decrease 


$159,800,918  (D)  $5,910,343     (D)  3.70 
124,964,926  (D)     2,739,158     (D)  2.20 


$34,835,992  (D)     $3,171,185  (D)  9. 1 1 


1,753,254 
9,738,983  (D) 


115.464  6.58 

575,150     (D)  5.91 


$26,850,263  (D)     $2,480,571   (D)  9.24 
3,523,465  217,440  6.17 


$30,373,728  (D)  $2,263,131     (D)  7.46 
28,104,047  (D)  67,553     (D)  0.2J 


$2,269,681   (D)  $2,195,578    (D)96.74 

((>)$2,550,042  $498,384  19.54 

78.20  1.22  1.56- 


1.42  (D) 


1.38     (D)97.  I» 


(a)  Reported  by  II  companies,    (b)  Reported  by  12  companies. 


TABLE  XII— OPERATING  EXPENSES  BY  PRIMARY  ACCOUNTS 


1927 

Way  and  structures $20, 1 1 1,605 

Equipment 16,591,390 

Power 17,370.894 

Conducting  transporta- 
tion      46,328,422 

Traffic 1,094,162 

General  and  miscellane- 
ous      20,757,658 

Transportation   for   in- 
vestment— Credit...      — 128,064 

Total    operating    ex- 
pense  (o)$l22,225,768l 


1926 
$20,449,151 
16,276,415 
18,156,042 

48,191,308 
1,053,356 

21,149,383 

—389,762 


Increase 

or(D) 

Decrease 

(D)    $337,546 

314,975 

(D)      785,148 

(D)  1,862,886 
40,806 


(D) 
(D)- 


391,725 
-261.698 


Per  Cent 
Increase 
or  (D) 

Decrease 

(D)  1.66 
1.93 

(D)  4.33 

(D)  3.87 
3.87 

(D)     .86 

(D)67.IJ 


6$124,964,926      (D)$3,739,I58     (D)  2.  19- 


(a)  Includes  $99,701  undistributed  expense.    (6)  Includes  $79,033  undistributed 
expense. 


TABLE  XIII— OPERATING  STATISTICS 


Passenger  oar-miles. . . 
Total      revenue      car- 
miles 

Revenue  passengers^) 
Transfer  passengers  (^) 
Total  passenger.i(^) .  .  . 
Passenger  revenue. .  .  . 
Revenue  car-hours  (') 
Passenger  car-hours(*) 
Miles  of  single  track. . . 
Passenger  cars  oper- 
ated (')  (a) 


Per  Cent 

ncrease 

Increase 

or(D) 

or  (D) 

1927 

1926                Decrease 

Decrease 

326,031,235 

335,861,190  (D) 

9,829,955 

(D)  2.93 

353,394,096 

362,123,524  (D) 

8,729.428 

(D)  2.  At 

1,473,094,984 

1,588,545,585  (D) 

115,450,601 

(D)  7.2> 
(D)  5.45- 
CD)  7. 16 

202,311,222 

216,243,724  (D) 

13,932,502 

1,701,705,656 

1,832,886,471    (D) 

131,180,815 

$132,174,475 

$138,568,183  (D) 

$6,393,708 

(D)  4.52 
(D)  3.54 

29,884,814 

30,978,777  (D) 

1,093,963 

29,136,397 

30,169,287  (D) 

1,032,890 

(D)  3.43 

10,619 

10,674  (D) 

55 

(D)  0.52 

6,918 


7.315  (D) 


397     (D)  5.43^ 


(a)  Average  maximum  number  of  passenger  oars  in  service  daily. 

(*)  Reported  by  74  companies. 

(p  Reported  by  60  companies. 

(*)  Reported  by  7 1  companies. 

(*)  Reported  by  62  companies. 


May  5, 1928 


ELECTRIC  RAILWAY  JOURNAL 


753 


bus  figures  in  1927  increased  the  net 
revenue  of  the  group.  In  other  words, 
the  buses  operated  at  a  deficit  in  1926 
but  at  a  substantial  margin  above  oper- 
ating expenses  in  1927.  The  decrease 
of  $1,851,697  in  net  operating  revenue, 
shown  in  the  table  is  changed  to  an 
increase  of  $954,322  in  the  table  in 
which  bus  and  railway  operations  are 
combined. 

In  the  case  of  the  206  companies  for 
which  complete  operating  data  were 
obtained,  the  net  operating  revenue  of 
the  whole  group  of  206  companies  was 
$157,440,360  in  1927  and  $159,719,814 
in  1926,  a  decrease  of  $2,279,454  or 
1.43  per  cent,  which  should  be  compared 
with  the  decrease  of  $10,152,268  in 
operating  revenues.  The  difference  is 
due  to  a  decrease  of  $7,872,816  in  oper- 
ating expenses.  The  operating  ratio — 
that  is,  the  ratio  of  operating  expenses 
to  operating  revenues — was  reduced 
from  73.67  per  cent  in  1926  to  73.61  per 
cent  in  1927. 

From  au.xiliary  operations  this  group 
obtained  a  net  revenue  of  $2,791,263  in 
1927,  an  increase  of  $293,044  or  11.73 
per  cent  over  1926.  Taxes  were  reduced 
from  $38,111,905  in  1926  to  $37,408,745 
in  1927,  or  1.85  per  cent,  a  decrease 
which  also  helped  to  keep  the  reduction 
in  net  income  down  to  a  minimum.  The 
decrease  in  taxes  is  principally  due  to 
the  reduction  in  gross  revenues  and  not 
to  any  special  relief  from  taxes. 

Non-operating  income,  or  income  from 
investments,  increased  from  $10,132,196 
in  1926  to  $11,009,196  in  1927,  or  8.65 
per  cent.  This  produced  a  gross  income 
before  fixed  charges  of  $133,382,076,  or 
only  0.31  per  cent  less  than  in  1926. 

Deductions  from  gross  income  were 
$112,089,985  in  1927.  This  compared 
with  $111,606,083  in  1926,  the  increase 
being  0.43  per  cent.  This  left  a  net  in- 
come of  $21,742,091  in  1927,  which  was 
$890,150  less  than  the  net  income  in 
1926,  the  percentage  of  decrease  being 
3.94. 

Income  of  City  Comp.\nies  Increased 

When  the  statement  is  broken  down 
into  groups  according  to  the  types  of 
companies,  it  is  seen  that  the  city  com- 
panies made  a  very  remarkable  showing. 
There  are  79  of  these  companies  and 
their  net  corporate  income  was  increased 
from  $21,713,203  in  1926  and  $23,362,- 
251  in  1927— an  increase  of  $1,649,048, 
or  7.59  per  cent.  This  is  in  spite  of  the 
fact  that  they  carried  120,936,384  fewer 
passengers  in  1927,  or  1.56  per  cent  of 
the  1926  traffic.  The  companies  oper- 
ating in  the  large  metropolitan  cities,  of 
course,  contributed  heavily  to  the  pro- 
duction of  this  result.  Higher  fares  held 
the  decrease  in  passenger  revenue  result- 
ing from  the  decreased  traffic  to  0.91  per 
cent,  which  operating  economies  and 
reduced  costs  changed  into  an  increased 
net  operating  revenue. 

The  interurban  lines  and  the  compa- 
nies doing  a  combination  city  and  in- 
terurban service  were  not  as  successful 
as  the  city  companies  in  contending  with 
adverse  conditions.  The  problems  of 
the  interurban  lines  are,  of  course,  much 
more  acute  and  difficult  of  solution  than 
are  those  of  the  city  systems. 


Part  V — Combined  Statements  of  All  Three  Types  of  Companies  on 

a  Car-Mile  Basis 


TABLE  XIV— INCOME  STATEMENT  OF  79  CITY  COMPANIES,  50  INTERURBAN  COMPANIES 
AND  77  COMPANIES  OPERATING  COMBINED  CITY  AND  INTERURBAN  LINES 

. City  Lines ^ 

Per  Cent 

Cents  per        Increase 

Car-Mile  or  (D) 

1927        1926     Decrease 

Railway  operating  revenue  42.33     42.38     (D)  0.12 

Railway  operating  expense.  30.02     30.30     (D)  0.92 


. Interurban    Lines .  City  and  Interurban  Lines 

Per  Cent  Per  Cent 

Cents  per        Increase  Cents  per        Increase 

Car-Mile          or  CD)  Car-Mile          or  (D) 

1927        1925     Decrease  1927        1926     Decrease 

43.76     45.00(D)     2.76  43.55     44.13(D) 

37.73     37.92  (D)     0.50  34.59     34.51 


1.32 
0.23 


Net  operating  revenue.  .  12.31  12.08 
Net     revenue;     Auxiliarj- 

operations 0.  08  0.  06 

Taxes 2.72  2.71 


1.90       6.03       7.08  (D)    14.83       8.96       9.62  (D)     6.86 


33.33 
0.37 


0.35 
2.29 


0.39  (D)   1(1.26 
2.41   (D)     4.98 


0.53 
2.59 


0.48 
2.69  (D) 


10.42 
3.72 


Operating  income 9.67       9.43 

Non-operating  income 0.67       0.61 


2.55 
9.84 


4.09 
1.19 


5.06  (D)    19.  17 
l.n  7.21 


6.90 
1.05 


7.41    (D) 
0.97 


Gross  income 10.34      10.04 

Deduction   from  gross  in- 
come       8.00       7. 88 


-N'et  income 2.34       2.16 


2.99 
1.52 
8.33 


5.28 

9.11 

*3.83 


6.  17  (D)     4.43 

9.20  (D)     0.98 

*3.03  (D)  26.40 


7.95 
7.93 
0.02 


8.38  (D) 
7.76 


6.88 
8.25 


5.13 
2.19 


0.62  (D)  96.78 


•Deficit. 

The  group  of  50  companies  operating 
interurban  service  exclusive  carried 
2,017,889  fewer  revenue  passengers  in 
1927  than  they  did  in  1926,  the  decrease 
amounting  to  5.49  per  cent.  Not  all  of 
this  loss  is  due  to  the  private  automobile, 
of  course.  Part  of  it  can  be  attributetl 
to  semi-depressed  industrial  conditions 
and  slowing  up  of  business  activities  in 
1927  compared  with  1926. 

The   interurban   lines   did   not   enjoy 


As  the  Author  Sees  It 

THE  private  automobile  has  be- 
come practically  a  necessity  in  the 
rural  sections  served  by  the  interurban 
lines  and  its  use  in  those  sections  is 
almost  universal.  The  trips  that  for- 
merly could  be  taken  only  by  an  inter- 
urban or  steam  railroad  can  now  be 
taken  in  the  family  car  without  a  mo- 
ment's notice  and  with  no  reference  to 
the   schedules   or  the  time-tables. 

No  action  can  be  taken  against  such 
competition  except  the  improvement  of 
the  service  to  a  point  where  it  will  be 
more  convenient  and  more  appreciated 
than  the  automobile. 


rates  any  higher  in  1927  than  they  did 
in  1926;  in  fact,  there  seems  to  have 
been  a  slight  reduction  in  the  average 
rate  obtained,  so  that  the  passenger 
revenue  of  the  interurban  lines  decreas- 
ing even  more  than  their  revenue  pas- 
sengers, the  figure  being  6.42  per  cent 
for  passenger  revenue  and  5.49  per  cent 
for  revenue  passengers. 

Due   to    improvement    in   other   than 
passenger    revenue,    however,    to    total 


railway  operating  revenue  of  the  inter- 
urban group  decreased  only  3.19  per 
cent,  the  amount  being  $19,379,502  in 
1927  compared  with  $20,017,059  in  1926. 
Operating  expenses  were  reduced  from 
$16,867,780  in  1926  to  $16,710,117  in 
1927,  or  0.94  per  cent.  The  operating 
ratio  thus  increased,  rising  from  84.26 
per  cent  in  1926  to  86.22  per  cent  in 
1927.  Net  operating  revenue  was  re- 
duced from  $3,147,279  in  1926  to  $2,- 
669,385  in  1927,  or  15.24  per  cent. 
Taxes  decreased  slightly  but  not  enough 
to  have  any  material  effect  upon  the 
statement.  The  same  may  be  said  of 
non-operating  income,  which  was  in- 
creased by  $33,577.  The  decrease  in 
net  operating  revenue,  however,  was 
carried  through  almost  unchanged  into 
gross  income  before  charges,  which 
amounted  to  $2,339,220  in  1927  com- 
pared with  $2,742,739  in  1926,  the  de- 
crease being  14.72  per  cent. 

This  was  not  enough  to  meet  the  fixed 
charges  of  the  group,  which  amounted 
to  $4,033,483  in  1927  and  $4,093,382  in 
1926,  a  decrease  of  1.47  per  cent.  As  a 
result  there  was  a  deficit  from  oper- 
ations of  $1,694,263  in  1927  compared 
with  a  similar  deficit  of  $1,350,643  in 
1926. 

The  returns  of  the  group  of  77  com- 
panies operating  combined  city  and  in- 
terurban service  follow  very  closely  the 
same  trends  as  the  exclusively  inter- 
urban group,  as  might  be  expected  from 
the  fact  that  it  is  made  up  principally 
of  interurban,  semi-interurban  and 
suburban  companies  with  some  city 
operation   included.      Their   net   corpo- 


TABLE  XV— OPERATING  EXPENSES  OF  79  CITY  COMPANIES,  50  INTERURBAN  COMPANIES 
AND  77  COMPANIES  OPERATING  COMBINED  CITY  AND  INTERURBAN  LINES 

. City  Lines ■  . — Interurban  Lines — .  City  and  Interurban  Lines 

Per  Cent  Per  Cent  Per  Cent 

Cents  per        Increase  Cents  per  Increase  Cents  per        Increase 

Car-Mile           or  (D)  Car-Mile  or  (D)  Car-Mile          or  (D) 

1927       1926     Decrease  1927       1926  Decrease  1927       1926     Decrease 

Way  and  structures 3.96       4.13(D)     4.12  7.24       7.04  2.84  5.69       5.65            0.70 

Equipment 4.03       4.06(D)     0.74  4.40       4.37  0.69  4.69       4.49              4.45 

Power 3.93       3.98(D)     1.26  6.45       6.81(D)     5.58  4.92       5.02(D)     1.99 

Conducting  transportation    13.79     13.94(D)     1.08  11.75     11,83  (D)  0.68  13.11      13.31   (D)     1.50 

Traffic 0.07      0.10(D)  30.00  0.79      0.73  8.23  0.31       0.29            6.89 

General  and  miscellaneous.     4.07       3.93            3.56  7.07       7.10  (D)0.42  5.88       5.84            0.68 
Transportation  for  invest. 

Cr —9.01—0.01           —0.04—0.11(0)63.64 

♦Total  operating  expenses  30.02     30.30  (D)     0.92     37.73     37.92     (D)  0.50     34.59     34.51  0.23 
♦Undistributed  expenses  in- 
cluded in  total 0.18      0.17            5.88       0.05       0.04          25,00      0.03      0.02           50.00 


754 


ELECTRIC  RAILWAY  JOURNAL 


Fol.7l,No.l8 


rate  income  was  reduced  from  $2,269,- 
681  in  1926  to  $74,103  in  1927,  a  de- 
cline of  $2,195,578,  or  96.74  per  cent. 

The  number  of  revenue  passengers 
carried  by  this  group  of  companies  de- 
creased 115,450,601,  or  7.27  per  cent, 
compared  with  a  decrease  of  1.26  per 
cent  for  the  city  lines  and  5.49  per  cent 
for  the  interurban  lines. 

Net  operating  revenue  dropped  from 
$34,835,992  to  $31,664,807,  or  9.11  per 
cent.  This  represented  a  decrease  of 
$3,171,185.  As  against  this  there  was  a 
decrease  in  taxes  of  $575,150  and  in- 
creases of  $115,464  in  net  revenue  from 
auxiliary  operations  and  $217,440  in 
non-operating  income.  The  gross  in- 
come before  charges,  therefore,  de- 
creased $2,263,131  or  7.46  per  cent,  the 
actual  amounts  being  $30,373,728  in 
1926  and  $28,110,597  in  1927.  The  de- 
ductions from  gross  income  were  re- 
duced from  $28,104,047  in  1926  to  $28,- 
036,494  in  1927,  the  difference  being 
$67,553  representing  a  decrease  of  one- 
quarter  of  1  per  cent. 

The  cost  of  conducting  transporta- 
tion, which  is  the  heaviest  item  of  ex- 
penditure, decreased  3.87  per  cent  in 
the  combination  group  as  against  a  de- 
crease of  1.13  per  cent  in  the  interurban 
group  and  a  decrease  of  1.86  per  cent 
in  the  city  group. 

Further  analysis  of  these  reports  is 
promised  in  an  article  in  Aera  for  June 
in  an  attempt  to  locate  a  little  more  defi- 
nitely the  sources  of  the  industry's  weak- 
nesses and  strength.  The  figures  which 
have  been  compiled  for  each  of  the  groups 
will  be  further  broken  down  into  smaller 
groups,  according  to  their  size,  with  the 
idea  of  showing  how  the  smaller  compa- 
nies are  doing  in  comparison  with  the 
larger  companies. 


Reorganization  of  Detroit  United  Ahead 

New  company  will  include  only  main  line  and  Detroit,  Monroe  8C 
Toledo  Short  Line.    Common  stock  in  voting  trust 
for  five  years.    A.  L.  Drum  new  president 


ANNOUNCEMENT  is  made  of  the 
x\  completion  of  the  plan  of  reorgan- 
ization of  the  Detroit  United  Railway, 
Detroit,  Mich.,  which  went  into  re- 
ceivership on  March  10,  1925.  It  em- 
braces only  the  Detroit  United  Railway 
and  the  Detroit,  Monroe  &  Toledo  Short 
Line,  together  with  all  the  bus  com- 
panies owned  by  the  former  but  not 
including  the  rail  properties  of  Jackson 
&  Chicago  Railway,  Detroit  &  Port 
Huron  Short  Line  and  Detroit,  Almont 

6  Northern  Railroad,  the  stocks  of 
which  were  owned  by  the  Detroit  United 
Railway.  The  Detroit  United  consists 
of  interurban  railways  extending  from 
the  boundary  of  Detroit  to  various 
points  in  Michigan,  the  lines  in  Detroit 
having  been  sold  to  the  city. 

Financial  Set-up  of  New  Company 

The  plan  of  reorganization  involves 
formation  of  a  new  company  capitalized 
as    follows :    $3,350,000    first    mortgage 

7  per  cent  bonds  due  July  1,  1958; 
$4,915,000  adjustment  mortgage  6  per 
cent  bonds  due  July  1,  1958,  and  200,000 
shares  of  common  stock  of  no-par  value. 

Holders  of  Detroit  United  Railway 
first  and  collateral  trust  five-year  6  per 
cent  bonds  due  1929,  may  participate  in 
the  reorganization  lay  depositing  their 
bonds  with  the  Central  Union  Trust 
Company,  New  York,  on  or  before 
May  31.  At  the  time  of  the  receiver- 
ship  these  bonds   were   outstanding  to 


the  amount  of  $8,275,000.  Since  the 
receivership,  instalments  of  $2,500,000 
of  the  purchase  price  of  the  city  lines 
sold  to  Detroit  and  pledged  under  the 
mortgage  of  these  bonds  have  been  col- 
lected and  31  per  cent  of  the  $8,275,000 
bonds  has  been  paid  and  distributed  pro 
rata  among  the  bondholders,  reducing 
the  original  $1,000  bond  outstanding  at 
receivership  to  $690.  Holders  of  these 
bonds  who  agree  to  the  reorganization 
will  receive  for  each  bond  $50  cash, 
$550  principal  amount  of  adjustment 
mortgage  6  per  cent  bonds  and  four 
shares  of  common  stock. 

Subscription  Rights  to  Bondholders 

In  addition,  depositing  bondholders 
are  entitled  to  subscribe  to  the  under- 
writing syndicate  to  a  maximum  sum 
of  $500  for  each  original  $1,000  bond. 
According  to  the  plan  the  syndicate  will 
receive  in  securities  of  the  new  company 
for  each  $900  cash  subscribed:  $1,000 
principal  amount  of  first  mortgage  7  per 
cent  bonds,  $108  principal  amount  of 
adjustment  6  per  cent  bonds  and  39.37 
shares,  approximately,  of  common  stock. 

The  senior  issue  of  bonds  of  the  new 
company  will  be  known  as  first  mortgage 
and  collateral  trust  bonds ;  they  will  be 
secured  by  a  mortgage  embracing  all  or 
substantially  all  of  the  lines  of  railroad, 
franchises  and  equipment  owned  by  the 
new  company;  there  shall  also  be  pledged 
all  shares  of  stock  and  securities  vested 


Part  VI — Derived  Ratios 

TABLE  XVI— SIGNIFICANT  RATIOS  DERIVED  FROM  THE  FOREGOING  TABLES 


-79  City   Companies— 


1927 

Railway  operating  revenue.. .  $423,287,423 

Per  mile  of  single  track...  )42,800 

Groninoome $103,382,259 

Per  mile  of  aingle  track $10,453 

PasMn«er  revenue $408,712,840 

Per  revenue  passenger (•)  6.5c.  (J) 

Per  total  passenger I})  5.3o.  (') 

Per  mile  of  single  track $41,326 

Per  passenger  car-mile. .. .  O  41.2c.  O 

Per  car  operated Q  $15,266(0 

Per  passenger  car-hour....   (r)  $4.21 

Revenue  passengers (')  6,202,325,6 1 7  (') 

Per  mile  of  single  track....   (')  633,796  (J) 

Per  passenger  car-mile ... .   (1)  6.3  0.) 

Per  car  operated Q  230,005  Q 

Per  passenger  car-hour n  65  n 

Total  passengers (')  7,637,754,069  (') 

Per  mile  of  single  track...    (•)  780,478  (') 

Per  passenger  car-mile ...  .    O  7 .  8  (v 

Ratio:     Transfer  passengers, 
to  revenue  passengers  (per 

cent) 22.6% 

Revenue:     Car-miles 1,000,017,800 

Permileof  single  track. .. .  101,114 

Per  car  operated (')  37,783  0 

Percar-hour O  10.2?) 

Car-hours Q  88,298,298  &> 

Per  car  operated O  3,494  (') 


1926 
$426,891,791 
$43,138 

$101,121,857 

$10,218 

$412,445,636 

6.5c. 

5.3c. 

$41,678 

41.4c. 

$15,254 

$4.18 

6,281,044,386 

641,578 

6.4 

230,832 

65 

7,758,690,453 

792,512 

7.8 


Per  Cent 
Increase 
or(D) 
Decrease 
(D)  0.84 
(D)  0.78 


2, 

2. 

(D)  0. 


(D)  0. 
(D)  0, 

0. 

0, 

(D)  1. 

(D)  1. 

(D)  I. 

(D)  0. 


(D)  1 
(D)  1 


24 
30 

'!'? 
■   ^1 

48  m 

08  i") 
72  (•) 

.25  (J) 
21  (J) 

:^'  r»^ 

.56  fi) 
52  (') 
..ft 


23.0%  (D)  1.74 

1,007,181,217  (D)  0.71 

101,777  (D)  0.65     , 

37.700  0.22  ('') 

10,1  0.99  (•) 

90,063,223  (D)   1.96  (") 

3,699  (D)  5.54  ('•) 


8 
« 


Reported  by  77  companies 
Reported  by  74  companies. 
Reported  by  73  companies. 
Reported  by  7 1  companies. 
Reported  by  46  companies. 


0 
(») 

(•> 


Reported  by  39  companies. 
Reported  by  70  companies. 
Reported  by  72  companies. 
Reported  by  64  companies. 


. — 77  Companies  Operating'Both  City  and- 

50  Interurban  Companies n  Interurban  Lines 

Per  Cent 
Increase 
or(D) 

1927                         1926       Decrease  1927 

$19,379,502         $20,017,059  (D)  3.19  $153,890,575 

$6,655                  $6,898  (D)  3.52  $14,492 

$2,339,220           $2,742,739  (D)  14.71  $28,110,597 

$803                     $945  (D)  15.03  $2,647 

$10,824,181     .    $11,565,912  (D)  6.41  $132,174,475 

27.6c.  (')     27. 9o.  (D)  1.08  O  8.4c. 

26.0c.  &            26.3c.  (D)  1.14  O  7.3c. 

$3,717  m          $3,985  (D)  6.73  $12,447 

33.1c.  m          34.3c.  (D)  3.50  40.5c. 

$15,419  (")    $16,656  (D)  7.43  («)  $16,194 

$5.55  (")           $5.80  (D)  4.31   (*)  $3.89 

34.801.282  (')  36.819.171  (D)  5.48  ©  1.473,094,984 

13,108  .      13,926  (D)  5.87  O  148,094 

1 .  2  (')       1.2 Q  4.8 

56,674  (»)    60,800  (D)  6.79  ('*)  177,435 

24. 5  (")      25. 1  (D)  2. 39  (*)  47 

37,047,065  (?)  39,104,334  (D)  5.26  0  1.701,705,656 

13,954  (')     14,790  (D)  5.65  (*)  171,077 

1.3  (*)                 1.3   (»)  5.5 

2.1%                   2.1%   13.7% 

44,285,258          44,480.585  (D)  0.44  353,394.096 

15.208                  15,328  (D)  0.78  33,279 

62,235  (")          62,501   (D)  0.43  (")  43,958  0^ 

11.7  (•)               11.6           0,86  (<)  9.9    ■; 

1,554,344  (•)       1,588,246  (D)  2.13  (*)  29,884,814  (<) 

3,573  ('•)            3.715  (D)  3.82  (")  4.374  (!') 

(''')   Reported  by  50  companies.  ('*)   Reported  by  36  companies, 

(")    Reported  by  40  companies.  (JJ)   Reported  by  4 1  companies, 

('•)    Reported  by  62  companies.  r')   iteported  by  33  companies. 

('")    Reported  by  38  companies.  (")   Reported  by  58  companies. 


Per  Cent 

Increase 

or 

(D) 

1926 

Decrease 

$159,800,918 

(D) 

3.70 

$14,971 

(D) 

3.20 

$30,373,728  (D)  7.45 

$2,864 

(D) 

6.99 

$138,568,183  (D) 

4.61 

^ 

8.2c. 

2,44 

7.  lo. 

2,82 

$12,982  (D)  4.12 

41.  3o, 

(1» 

1,94 

(") 

$16,010  (D) 

1.15 

(*) 

$3.96  (D) 

1.77 

(^ 

1,588,545,585 

(D) 

7.27 

158,86  (D)  6.79 

\1 

5.0 

(D)  4.00 

(f> 

180,735 

h) 

1.83 

(*) 

49 

(U) 

4.08 

<!> 

1,832,886,471 

(D) 

7.16 

'} 

183,325 

(D> 

6.68 

0 

5.8 

5.17 

13.6% 

0.74 

362,123,524 

(D) 

2.41 

33,926 

(D) 

1.91 

(") 

42,641 

3,09 

(•) 

9.9 

30,978,777  (D)  3,53 
4,331  0,99 


May  5, 1928 


ELECTRIC  RAILWAY  JOURNAL 


755 


in  the  new  company  in  accordance  with 
the  plan.  These  bonds  are  limited  to 
$5,000,000  at  any  one  time  outstanding. 
They  are  to  be  redeemable  on  any  in- 
terest date,  in  whole  or  in  part,  on 
30  days'  notice  at  107  to  July  1,  1932, 
and  at  declining  premiums  to  1  per  cent 
from  July  1,  1952  to  1956. 

Adjustment  mortgage  bonds  are  to  be 
limited  to  $4,915,000  outstanding  at  any 
one  time  and  are,   in  effect,  a  second 
mortgage  on  the  properties  of  the  com- 
pany    taken     into     the     reorganization. 
_^    Interest  on  these  bonds  is  a  contingent 
■|^  charge,  being  payable  if  earned  as  de- 
^^  fined  under  its  mortgage,  and  is  cumu- 
^H'lative.    The  adjustments  are  convertible 
^»  between  Jan.  1,  1930,  and  July  1,  1938, 
into  common  stock  at  rate  of  four  shares 
for  each  $100  principal  amount  of  bonds. 
The  adjustments  are  callable  on  any  in- 
terest  date  on   30  days'   notice   at  par 
and  accrued  interest. 

The  authorized  amount  of  stock  will 
be  400,000  shares,  of  which  only  200,000 
shares  are  to  be  issued  in  reorganiza- 
tion and  the  balance  only  for  conversion 
of  adjustment  bonds  until  expiration  of 
the  conversion  period.  Shares  issued  in 
reorganization  are  to  go  to  Theodore  G. 
Smith,  A.  L.  Drum  and  George  T. 
Bishop,  as  voting  trustees,  for  a  period 
expiring  not  later  than  July  1,  1933. 

t-         Income  of  Reorganized  Company 
f  Estimated 

Holders  of  the  $3,000,000  Detroit, 
Monroe  &  Toledo  Short  Line  first  mort- 
gage 5  per  cent  bonds  may  become  par- 
ties to  the  reorganization  of  that  prop- 
erty by  depositing  their  bonds  on  or  be- 
fore May  31.  All  common  stock  of  the 
reorganized  Toledo  line  will  be  owned 
by  the  new  Detroit  United  company  and 
will  be  pledged  under  the  latter's  first 
mortgage.  The  new  Toledo  company 
will  authorize  not  exceeding  $2,000,000 
of  first  mortgage  bonds,  to  bear  not 
more  than  7  per  cent  interest,  which 
may  be  issued  only  against  acquisitions 
of  property  after  Jan.  1,  1929. 

It  will  issue  in  reorganization  $1,800,- 
000  general  mortgage  bonds,  all  of 
which  will  go  to  depositing  holders  of 
the  old  company's  first  mortgage  5  per 
cent  bonds  in  ratio  of  $600  general 
mortgage  bonds  for  each  $1,0(K)  first 
mortgage  5  per  cent  bond,  a  60  per  cent 
basis.  The  new  general  mortgage  bonds 
will  mature  July  1,  1958;  interest  will 
not  become  due  until  Jan.  1,  1930,  and 
during  that  year  1  per  cent  will  become 
due  with  increasing  amount  in  sub- 
sequent years  to  Jan.  1,  1935,  when 
interest  shall  become  fixed  at  Si  per 
cent  annually. 

A.  L.  Drum  will  be  president  of  the 
new  company.  He  has  estimated  earn- 
ings of  the  new  company  (other  than 
the  reorganized  Detroit,  Monroe  & 
Toledo  Railway)  for  the  first  year  after 
reorganization,  after  depreciation  and 
taxes,  other  than  federal  income  taxes, 
and  payment  of  interest  on  certain  bonds 
covering  lines  sold  to  the  city  of  Detroit, 
but  before  other  interest  charges,  at 
$804,769.  If  realized,  that  sum  will  be 
sufficient  to  meet  interest  charges  of  the 
new  company,  other  than  the  Toledo 
line,  aggregating  not  more  than  $608,- 
791.  including  full  6  per  cent  interest 


on  the  adjustment  bonds.  According 
to  Mr.  Drum  the  depreciation  fund  will 
be  ample  to  provide  for  payment  of 
maturing  car  and  equipment  trust  obliga- 
tions. The  properties  and  equipment 
are  in  satisfactory  condition  and  the 
new  company  will  commence  business 
with  ample  working  capital. 

Under  the  reorganization  plan  three 
new  companies  will  be  formed.  They 
will  be  the  Eastern  Michigan  Railways, 
the  parent  company,  with  two  subsidiary 
companies,  the  Highway  Motor  Bus 
Company  to  own  and  operate  the  bus 
lines,  and  the  Detroit,  Monroe  &  Toledo 
Company  to  own  the  present  electric 
railway  line  between  Detroit  and  To- 
ledo, Ohio. 

• 

Indianapolis  &  Cincinnati 
Traction  Sold  at  Foreclosure 

The  property  of  the  Indianapolis  & 
Cincinnati  Traction  Company,  Rush- 
ville,  Ind.,  was  bought  on  April  30  by 
Charles  T.  De  Hore,  Cincinnati,  and 
Leroy  E.  Eastman,  Toledo,  Ohio,  for 
$500,000.  Will  M.  Frazee,  receiver, 
sold  the  road  in  an  attempt  to  satisfy 
mortgages  aggregating  $2,600,000.  The 
sale  was  approved  the  following  day  by 
the  Rush  County  Circuit  Court  at  Rush- 
ville,  Ind.  The  interurban  service  will 
be  continued,  but  it  is  understood  that 
Mr.  De  Hore  and  his  associates  made 
the  purchase  primarily  to  develop  the 
company's  electric  power  and  light  busi- 
ness. A.  M.  Miller,  Bryan,  Ohio,  also 
will  be  connected  financially  with  the 
new  owners  of  the  Indianapolis  &  Cin- 
cinnati. The  road  was  started  by  the 
late  Charles  L.  Henry  in  1903  and  divi- 
sions were  built  to  Connersville  and 
Greensberg,  Ind.  The  company  went 
into  the  hands  of  Mr.  Henry  as  receiver 

in  1925. 

♦ 

Recommendations  Advanced  for 
San  Francisco  Municipal  Railway 

Valuation  of  the  San  Francisco 
Municipal  Railways,  San  Francisco, 
Cal.,  was  set  at  $8,636,839  in  a  special 
report  filed  with  the  Board  of  Public 
Works  by  Fred  Boeken,  superintendent 
of  the  railways.  The  municipal  lines 
were  built  with  the  proceeds  of  an  issue 
of  $5,000,000  of  municipal  bonds.  These 
bonds  are  being  retired  at  the  rate  of 
$200,000  a  year  and  in  another  six  years 
the  entire  issue  will  have  been  taken  up. 

Supei  intendent  Boeken  advocated  that 
the  railways  be  divorced  from  politics, 
declaring  it  should  be  plain  to  every- 
one that  in  order  to  remove  the  city 
roads  as  well  as  all  public  utilities  from 
political  influence  and  retain  public  con- 
fidence a  public  utilities  commission 
should  be  created.  Further  he  said  that 
no  more  unprofitable  extensions  should 
be  undertaken,  that  transfers  between 
buses  and  cars  should  be  discontinued 
and  that  the  Marina  bus  route  should 
be  abolished.  Elimination  of  bus-car 
transfers  will  save  $45,668  yearly  and 
elimination  of  the  Marina  line  will  save 
$9,750  yearly. 

Four  lines  are  reported  as  losing 
money.  Increased  service  on  the  Geary 
Street  line   is   recommended. 


Traffic,  Fare  and  Wage  Figures 

The  number  of  revenue  passengers, 
mcluding  bus  passengers,  reported  by 
211  companies  to  the  American  Electric 
Railway  Association  for  February,  1928, 
compared  with  February,  1927,  is  as 
follows : 

February,    1928 799,993,416 

February,    1927 786  058  606 

Increase,  per  cent 1.77 

The  increase  shown  is  due  to  the  fact 
that  there  was  an  extra  day  in  Febru- 
ary, 1928.  When  the  figures  are  placed 
on  a  daily  average  basis  the  result  is  as 
follows : 

DAILY  AVERAGE  TRAFFIC 

February,    1928 27,586,980 

■     February,    1927 28  073  522 

Decrease,   per  cent 1.23 

The  decrease  registered  by  the  daily 
average  figures  is  the  smallest  since 
May,  1927,  and  indicates  that  a  very 
slow  improvement  is  taking  place  in 
traffic  conditions.  Part  of  the  improve- 
ment is  due  to  improved  business  con- 
ditions in  the  North  West,  Far  West 
and  in  the  New  England  states.  The 
failure  to  show  a  greater  average  im- 
provement is  due  to  the  semi-depressed 
condition  of  business  in  the  great  in- 
dustrial region  north  of  the  Ohio  and 
east  of  the  Mississippi  Rivers. 

Average  cash  fares  in  cities  of  25,000 
population  and  over: 

Month  rents 

March    1,    1928 81186 

Feb.,   1928 :::8'l070 

March    1,    1927 7.9170 

The  increase  in  the  average  fare  since 
Feb.  1,  1928,  was  caused  by  an  increase 
in  the  cash  fare  in  Bahimore,  Md.,  from 
8  cents  to  9  cents,  and  in  Madison,  Wis., 
from  8  cents  to  10  cents. 

The  average  maximum  hourly  rates 
paid  motormen  and  conductors  in  two- 
man  service  by  companies  operating  100 
or  more  miles  of  single  track  follow: 

Average  Index 

„     ^^  Hourly  Number 

Month  .{Hte  1913  =  100 

,.    ,     ,„„„  Cents  Percent 

March   1,    1928 57.38  210  57 

Feb.    1,1928 57.37  210.53 

March   1.    1927 ,-G.97  209  06 


Earnings  in  Kansas  City  Largest 
Since  Property  Taken  Over 

March  earnings  of  the  Kansas  City 
Public  Service  Company,  Kansas  City, 
Mo.,  were  the  largest  of  any  month 
since  the  property  was  taken  over  by  the 
present  owners  in  1926.  The  report, 
coming  in  the  face  of  a  loss  and  decrease 
the  first  two  months  of  the  year,  was 
considered  very  encouraging.  The  re- 
port shows  March  earnings  were 
$191,489,  or  $11,226  more  than  the 
amount  permitted  under  the  franchise 
agreement.  This  increase  in  earnings 
reduces  to  $98,521,  the  amount  of  the 
accumulated  shortage  for  the  year  so  far. 
The  largest  previous  earnings  were  in 
December,  1926,  when  receipts  totalled 
$173,048.  In  1927  the  earnings  of  the 
company  fell  $453,421  short  of  the  earn- 
ings permitted  by  the  city.  During  the 
period  of  January  to  April  15,  railway 
receipts  decreased  4.52  per  cent,  but 
bus    receipts    increased    3.57    per    cent. 


756 


ELECTRIC  RAILWAY  JOURNAL 


J'ol.7\,Xo.l8. 


Le^al  >(ptes 


-rr^r 


California — -Motorman   of  Interurban 
Train  Need  Not  Stop  When  Pedes- 
trians Leave  Sidewalk  and  Approach 
Track 
The  motorman  of  an  interurban  train 
operating  over  city  streets  is  not  obliged 
to   stop   each    time   he   observes   that    a 
pedestrian  leaves  the  sidewalk  and  ap- 
proaches the  track.    Where  such  a  train 
is  proceeding  in  plain  sight,  unobstructed 
to  the  vision  of  the  pedestrian,  the  mo- 
torman can  assume  that  the  latter  will 
exercise    care    for    his    own    protection. 
[Richardson   vs.   Southern   Pacific   Co., 
263  P.,  1039.1 

Connecticut — Duty  of  Deaf  Pedestrian 
U'hen  Walking  Near  Track 
A  person  afflicted  with  deafness  such 
as  would  prevent  him  from  hearing  a 
trolley  gong  or  bell  should  exercise  that 
care  for  his  own  safety  which  a  reason- 
ably prudent  man  would  exercise  under 
like  circumstances  of  deafness,  and  if  he 
walks  close  to  a  trolley  track,  he  must 
realize  that  a  passing  car  might  strike 
him.  Hence,  if  he  did  not  look  back  at 
intervals  to  learn  of  the  possible  ap- 
proach of  a  car  he  was  contributorily 
negligent,  as  a  matter  of  law.  [Kerr  vs 
Connecticut  Co.,  140  A.,  75L] 

District  of  Columbia  —  Passenger 
Was  Injured  While  Car  Was  Being 
Braked  For  a  Stop 
The  request  of  a  railway  to  the  trial 
court  of  an  instruction  that  a  passenger 
was  guilty  of  contributory  negligence  if 
he  left  his  seat  while  the  car  was  mov- 
ing and  failed  to  protect  himself  by 
grasping  a  strap  or  other  means  of  sup- 
port was  held  properly  refused,  since 
modern  traffic  conditions  require  that  a 
street  railway  passenger  desiring  to 
leave  at  a  certain  point  shall  be  prepared 
to  alight  when  the  car  reaches  that 
point.  [Capital  T.  Co.  vs.  Lyon,  24  F. 
(2d),  262.] 

Federal  Circuit  Court  —  Responsi- 
bility of  Holding  and  Management 
Companies  For  Negligence  of  Op- 
erating Company 
A  citizen  of  the  United  States  brought 
suit  to  recover  damages  for  personal 
injuries  alleged  to  have  been  sustained 
through  negligent  operation  of  a  street 
railway  car  in  the  Phillipines.  The  de- 
fendants were  four  corporations,  the 
Phillipine  operating  corporation  and 
three  American  corporations,  one  own- 
ing all  of  the  capital  stock  of  the 
operating  company  (except  directors' 
shares),  a  management  company  and  a 
company  controlling  the  management 
company.  The  court  dismissed  the  ac- 
tion as  to  the  operating  company  for 
lack  of  jurisdiction,  and  non-suit  was 
entered  in  the  case  of  the  management 
company  and  its  controlling  company, 
as  the  management  company  was  held 
to  be  simply  an  agent.  But  the  Ameri- 
can   company   holding   and    controlling 


the  stock  of  the  railway  was  held  re- 
sponsible because  its  contract  provided 
that  it  should  appoint  the  operating 
manager,  who  had  full  authority  to 
supervise  the  operation  of  the  railway, 
including  the  appointment  of  employees, 
purchase  of  supplies,  etc.  Hence  it  was 
responsible  for  any  negligent  acts  of  the 
operating  company.  [Coston  vs.  Manila 
E.  Co.,  et  al.,  24  F.  (2d),  383.] 

Federal  Supreme  Court — Taxation  of 
Interstate  Commerce,  Even  if  Dif- 
ferent From  That  of  Intrastate, 
Will  be  Upheld  if  Not  Dispropor- 
tionate 
Connecticut  established  a  mileage  tax 
on  motor  vehicles  used  in  interstate 
commerce  for  the  improvement  of  its 
highways,  though  no  such  mileage  tax 
was  imposed  on  intrastate  motor  vehi- 
cles. The  constitutionality  of  this  statute 
was  upheld  by  the  Federal  Supreme 
Court  in  the  absence  of  evidence  that  the 
tax  was  a  substantially  greater  burden 
than  the  tax  rate  actually  assessed  on 
intrastate  business.  It  also  held  a  state 
could  impose  more  than  one  form  of  tax 
on  interstate  commerce,  provided  the 
aggregate  charge  bears  a  reasonable  re- 
lation to  the  privileges  granted.  The 
Supreme  Court  also  refused  to  consider 
a  clause  of  the  statute  excluding  from 
the  highways  of  the  State  motor  carriers 
which  refused  to  pay  a  charge  for  their 
u.se,  as  the  court  assumed  that  the  plain- 
tiff would  not  persist  in  its  refusal  to 
pay  the  tax,  now  that  it  has  been  de- 
clared to  be  constitutional.  [Interstate 
Buses  Corporation  vs.  Blodgett,  48  S.Ct., 
230.] 

Kansas  —  Railway  Not  Responsible 
When  Pedestrian  Walks  From  Be- 
hind Car  Into  Aufomobile  and  Is 
Injured 
A  girl  ten  years  old,  while  crossing  a 
street,  walked  into  the  side  of  a  passing 
automobile  after  she  had  emerged  from 
behind  a  standing  street  car.  An  ordi- 
nance of  the  city  forbade  street  cars  to 
remain  in  the  place  where  this  car  was 
standing  at  the  time,  and  the  company 
was  sued  for  negligence  because  of  this 
fact.  The  court  held,  however,  that  the 
ordinanlce  was  enacted  to  facilitate  move- 
ment of  traffic  and  not  to  provide  pedes- 
trians and  automobile  drivers  with  op- 
portunity for  observation.  Hence,  the 
company  was  not  liable  for  the  accident, 
as  a  matter  of  law.  [Sheldon  vs. 
Wichita  R.  &  L.  Co.,  264  P.,  732.] 

Massachusetts — Collision  with  Car  on 
Right  Hand  Side  of  the  Road 
An  automobile  driven  on  the  right 
side  of  the  road  struck  a  standing  trol- 
ley car  whose  headlight  was  facing  so 
that  it  shone  into  the  eyes  of  the  auto- 
mobile driver.  The  claim  of  the  latter 
for  damages  on  the  ground  of  being 
dazzled  by  the  light  was  refused.  [Keefe 
vs.  E.M.S.R.  Co..  159  N.E.,  528.] 


New  Jersey — Where  Two  Parties  Cause 
Injury  by  Their  Negligence,  Each 
Should  Pay  Half  of  the  Damages 
A  person  was  injured  by  the  joint 
negligence  of  a  taxicab  driver  and  a. 
trolley  car  operator.  After  decision  for 
the  plaintiff,  she  collected  from  the  rail- 
way 5/7  of  the  total  damages  awarded, 
under  threat  of  execution  on  its  prop- 
erty, and  collected  2/7  from  the  taxicab- 
company.  In  a  later  suit  between  the 
two  defendants,  the  court  held  that  the 
railway  could  collect  from  the  taxicab- 
company  such  part  of  the  judgment  as 
it  had  paid  in  excess  of  one-half  of  the 
total  amount,  as  its  payment  was  made 
under  stress  and  not  voluntarily.  [P.  S. 
Ry.  vs.  Matteucci,  140  A.,  442.] 

New    York — Appellate    Division    Has 
Power  to  Investigate  Alleged  Sys- 
tematic "Ambulance  Chasing" 
Three   representative   associations   of 
lawyers   in   New  York   City  petitioned 
the    Appellate    Division    to    investigate 
alleged   practices   in    "ambulance   chas- 
ing" in  that  city.     The  court  held  that 
it  had  power  to  do,  even  if  there  was  no- 
precedent  for  such  action.     [In  re  As- 
sociation of  Bar  of  City  of  New  York, 
227  N.Y.S.] 

Pennsylvania  —  Passenger  Steps  on 
Partially  Folded  Car  Step 
A  passenger  about  to  enter  a  car 
stepped  on  a  partially  folded  step,  which 
went  down  about  3  in.  under  her 
weight,  causing  her  to  fall  to  the  ground 
and  sustain  injuries.  There  was  no  evi- 
dence that  the  mechanism  of  the  step 
was  at  fault,  and  the  court  held  that  the 
passenger  should  have  noted  the  par- 
tially folded  position  of  the  step  and  not 
attempted  to  use  it.  [Murray  et  ux.  vs. 
P.  R.  T.  Co.,  140  A.,  522.] 

West  Virginia — Company  Must  Be 
Careful  Not  to  Injure  Passengers 
or  Licensees  When  Starting  Cars 
A  woman  boarded  a  car  to  see  that 
her  child  and  a  maid  got  on  safely. 
After  leaving  the  car  she  re-boarded  it 
to  give  further  instructions  to  the  maid. 
While  leaving  the  car  the  second  time 
she  was  injured  by  the  sudden  starting 
of  the  car.  The  court  held  the  railway- 
company  must  use  due  care  not  to  put 
a  car  in  motion  while  persons  are  get- 
ting on  and  off,  whether  they  are  pas- 
sengers or  merely  licensees.  [Malone 
vs.  M.  V.  Traction  Co.,  141  S.E.,  440.] 

Texas — Power  of  State  to  Control  Use 
of  Highways 
The  Legislature  has  power  to  forbid 
the  use  of  highways  to  common  carriers 
and  it  may  place  restrictions  on  this  use 
by  creating  a  commission  to  administer 
regulations  for  common  carriers,  pro- 
vided the  constitutional  limitations  of 
the  legislative  powers  are  not  exceeded. 
The  prohibition  of  the  operation  of  mo- 
tor buses  as  common  carriers  unless 
they  first  obtain  from  the  Railroad  Com- 
mission a  certificate  of  public  con- 
venience and  necessity,  but  permitting 
the  issue  of  temporary  certificates  to- 
exi,sting  motor  bus  carriers,  was  held 
valid.  [Exparte  Sparks,  2  S.  W.,  (2d), 
449.] 


Mav  5.  1928 


ELECTRIC  RAILWAY  JOURNAL 


757 


1 


Personal  Items 


-'*-'^^ 


Adam  Gschwindt  to  Manage 
Rockford's  Utilities 

The  man  chosen  to  manage  the  coni- 
"binecl  railway,  gas  and  electric  properties 
in  Rockford,  111.,  is  Adam  Gschwindt, 
-whose  energy,  executive  ability  and 
general  outlook  played  a  part  in  his 
recent  appointment  as  general  manager. 
His  service  record  with  the  American 
Gas  &  Electric  Companv  covers  a  period 
of  30  years.  In  1898  he  entered  the 
public  utility  field  in  Scranton,  Pa.,  with 
the  City  Steam  Company.  Afterwards 
this  company  was  merged  with  the 
Scranton  Electric  Company  and  two 
jfears  later  Mr.  Gschwindt  was  trans- 
ferred to  the  head  offices  of  the  Ameri- 
can  Gas  &   Electric   Company,   Hudson 


Adam  Gschwindt 

Terminal  Building,  New  York,  as  vice- 
president  and  director  of  purchases. 

But  by  far  his  most  important  assign- 
ment with  this  company  was  in  I9I3 
when  he  went  to  Rockford,  111.,  as  vice- 
president  and  general  manager  of  the 
Rockford  Electric  Company.  In  Febru- 
ary, 1926,  he  was  appointed  receiver  for 
the  Rockford  City  Traction  Company 
and  Rockford  &  Interurban  Railway 
Lines  by  the  Circuit  Court  of  Winne- 
bago County.  111.  It  was  during  that 
year  that  the  main  portion  of  the  system 
was  practically  reconstructed.  It  was 
sold  in  February,  1927,  by  court  order. 
This  company,  together  with  other  ac- 
quisitions by  T.  M.  Ellis,  the  purchaser 
at  that  time,  was  recently  acquired  by 
the  Rockford  Electric  Company.  Witii 
this  acquisition  came  the  decision  to 
combine  the  properties  under  one  man- 
agement. 


A.  V.  Louer  Goes  to  Albany — 
F.  J.  Keenan  at  Glens  Falls 

Abram  V.  Louer  has  been  made  gen- 
eral superintendent  of  the  United  Trac- 
tion Company,  Albany,  N.  Y.  For  the 
past  eight  years  he  has  served  as  assist- 
ant general  manager  of  the  Hudson 
Valley  Railway  with  headquarters  in 
Glens  Falls. 


Early  in  his  career  Mr.  Louer  was 
employed  at  Buffalo  and  on  Long 
Island.  In  1905  he  entered  the  employ 
of  the  Schenectady  Railway  and  was  as- 
signed to  the  engineering  department. 
Subsequently,  he  was  transferred  to  the 
transportation  department,  and  for 
nearh-  three  seasons  had  charge  of  the 
company's  recreation  park.  After  Mr. 
Hamilton,  then  general  manager  of  the 
Schenectady  Railway,  was  appointed 
general  superintendent  of  the  United 
Traction  Company  in  Albany,  he  had 
Mr.  Louer  appointed  to  the  transporta- 
tion department  of  that  company.  This 
was  in  1911  and  Mr.  Louer  remained  in 
Albany  until  1920  when  he  went  to 
Glens  Falls,  taking  an  active  interest  not 
only  in  his  railway  duties  but  in  civic 
and  social  activities  of  that  city. 

Frank  J.  Keenan,  general  freight  and 
passenger  agent,  succceeds  M.  Louer  at 
Glens  Falls.  He  has  been  associated 
with  the  Hudson  Valley  Railway  for 
twentv  vears. 


Messrs.  Morse,  O'Brien,  Burr  and 
Burkhalter  in  Changes 

Changes  in  the  personnel  of  the 
Florida  Motor  Lines,  Inc.,  Orlando, 
Fla.,  under  the  executive  management  of 
Stone  &  Webster,  Inc.,  are  as  follows : 

George  G.  Morse,  formerly  better- 
ment engineer  of  Florida  Motor  Lines, 
Inc.,  in  Orlando,  Fla.,  in  direct  charge 
of  maintenance,  was  appointed  gen- 
eral manager  on  April  1,  succeeding 
W.  M.  Bird  and  C.  E.  Bostwick^  Jr., 
the  latter  now  with  the  Savannah 
Electric  &  Power  Company.  He  will 
-have  charge  of  all  operations  in  the 
state,  with  headquarters  at  Orlando. 
Mr.  Morse  has  had  a  long  career  with 
Stone  &  Webster  interests.  He  served 
as  superintendent  of  transportation, 
Jacksonville  Traction  Company,  super- 
intendent of  railways.  El  Paso  Electric 
Company,  and  general  superintendent, 
Galveston-Houston  Electric  Railway. 
Mr.  Morse  has  been  associated  with  the 
Florida  Motor  Lines,  Inc.,  since  No- 
vember, 1925. 

E.  T.  O'Brien,  formerly  superintend- 
ent of  Orange  Belt  Motor  Line,  Inc., 
and  the  Orlando  Rapid  Transit  Com- 
pany, has  been  transferred  to  Tampa  as 
superintendent  Florida  Motor  Lines,  Inc. 

R.  G.  Burr,  formerly  master  me- 
chanic. West  Palm  Beach,  Fla.,  Florida 
Motor  Lines,  Inc.,  is  now  located  at 
Orlando  as  superintendent  Orlando 
Rapid  Transit  Company  and  Orange 
Belt  Motor  Line.  Inc.  He  was  formerly 
associated  with  Stone  &  Webster  inter- 
ests in  Ponce,  Porto  Rico,  and  Houston, 
Tex. 

E.  R.  Burkhalter,  formerly  general 
foreman,  Orlando  Shops,  Florida  Motor 
Lines,  Inc.,  is  now  master  mechanic  at 
that  point,  succeeding  H.  A.  Stock- 
bridge,  who  has  resigned. 


Murray  Sullivan — General 
Manager  for  Salt  Lake  Receivers 

Murray  Sullivan  was  appointed  gen- 
eral manager  for  the  receivers  of  the 
Salt  Lake  &  Utah  railroad,  with  head- 
quarters at  Salt  Lake  City,  Utah, 
effective  April  19,  1928.  For  more 
than  four  years  Mr.  Sullivan  has  been 
connected  with  this  road,  having  served 
first  as  assistant  to  the  president,  and 
later  as  assistant  to  the  receivers. 

Prior  to  this  connection  Mr.  Sullivan 
was  affiliated  with  the  American  Inter- 
national Corporation's  railway  enter- 
prise in  China,  first  as  senior  engineer, 
and  later  succeeding  G.  A.  Kyle  as  chief 
engineer,  with  headquarters  at  Peking. 
This  enterprise  was  financed  by  the 
American  International  Corporation, 
and  the  Siems-Carey  Railway  &  Canal 
Company  was  the  contractor  on  this 
work,  which  comprised  the  building  of 
some  1,600  miles  of  main  lines  of  rail- 


Murray  Sullivan 

ways.  However,  after  making  a  great 
many  surveys,  chaotic  conditions,  re- 
sulting from  the  revolution,  made  it  im- 
possible to  proceed,  and  work  was  sus- 
pended indefinitely  pending  the  estab- 
lishment of  a  stable  government  in 
China.  During  his  stay  in  China,  Mr. 
Sullivan  was  also  appointed  chief  en- 
gineer of  the  Peking-Tientsin  Highway 
Commission,  and  was  in  charge  of  the 
construction  of  a  modern  highway  be- 
tween these  two  cities.  This  work 
was  carried  on  as  a  famine  relief 
measure.  In  addition  to  and  concur- 
rently with  the  railway  work,  Mr. 
Sullivan  was  appointed  by  the  Chinese 
Government  a  member  of  the  Commis- 
sion on  Railway  Technics,  at  the  time 
of  the  organization  of  that  Commission 
in  1917,  and  served  on  this  commission 
until  1921.  The  work  of  this  commis- 
sion was  in  connection  with  the  stand- 
ardization of  the  railways  of  China.  In 
his  relief  work  he  handled  the  purchas- 
ing and  shipping  of  large  quantities  of 
clothing  and  food  for  the  Czech  army 
and  for  the  destitute  refugees  in  Siberia. 
Before  leaving  China  Mr.  Sullivan 
was  honored  by  election  to  a  full  mem- 
bership in  the  Chinese  Institute  of  En- 
gineers. He  was  also  general  manager 
of  the  Chinese  Engineering  &  Develop- 
ment Company  with  headquarters  at 
Peking.      Before    going    to    China    he 


758 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  N 0.18 


served  as  office  engineer  of  the  Oregon 
Short  Line  for  about  seven  years,  prior 
to  which  time  he  was  engaged  upon  the 
location  and  construction  of  the  El  Paso 
and  Northeastern  Railway  and  the 
Kansas  City,  Mexico  &  Orient  Railway. 
Mr.  Sullivan  is  a  member  of  various 
engineering  societies  and  associations, 
including  the  American  Society  of  Civil 
Engineers  and  the  Utah  Society  of  En- 
gineers. 

« 

H.  B.  Lingeman  and  A.  E.  Miller 
Advanced  at  Youngstown 

H.  B.  Lingeman  has  been  appointed 
purchasing  agent  of  the  Pennsylvania- 
Ohio  Electric  Company,  Youngstown, 
Ohio,  by  vice-president  and  general 
manager  MacCalla,  to  succeed  the  late 
R.  J.  Pike.  Mr.  Lingeman  has  been 
supervisor  of  stores  of  the  system  for 
ten  years.  In  that  position  he  was  one 
of  the  chief  assistants  of  Mr.  Pike.  In 
his  new  position  he  will  have  charge  of 
purchasing,  stores,  invoice  and  traffic 
departments. 

Although  his  early  training  included 
preparatory  courses  in  law  Mr.  Linge- 
man did  not  pursue  that  profession  but 
entered  the  field  of  public  utilities  in  the 
employ  of  the  Coney  Island  &  Brooklyn 
Railroad  in  the  claim  department. 
Some  time  later  he  was  promoted  to 
the  transportation  department  as  as- 
sistant to  the  general  superintendent.  In 
1909  he  was  again  promoted,  becoming 
purchasing  agent  of  the  Coney  Island 
system,  and  continuing  at  that  post  until 
1914  when  the  smaller  system  was 
merged  with  the  Brooklyn  Rapid 
Transit  System.  In  the  amalgamation 
Mr.  Lingeman  was  made  assistant  gen- 
eral storekeeper,  a  position  he  resigned 
in  1917  to  join  the  staff  of  the  Under- 
writers' Laboratories  of  New  York. 

Mr.  Lingeman  joined  the  Pennsyl- 
vania-Ohio forces  in  March,  1918, 
upon  appointment  as  supervisor  of 
stores  and  invoice  department.  He  has 
built  up  the  stores  department  to  the 
large  and  important  branch  of  the  Penn- 
Ohio  service  it  is  today. 

Mr.  Lingeman  was  born  in  Brook- 
lyn, N.  Y.  He  attended  the  grade  and 
high  schools  there.  He  entered  the 
Hefferly  Institute,  taking  the  prepara- 
tory course  in  law  and  reading  law  in 
the  office  of  Stephen  M.  Hoye,  New 
York. 

Associated  with  him  in  his  work  will 
be  Allen  E.  Miller,  who  went  with  the 
system  in  January,  1917,  and  who  has 
been  closely  associated  with  Mr.  Linge- 
man in  charge  of  the  traffic  work  of 
the  department.  Upon  Mr.  Lingeman's 
advancement,  Mr.  Miller  was  designated 
to  succeed  him  as  supervisor  of  stores 
and  invoices  in  addition  to  his  duties  in 
the  traffic  department. 

Mr.  Miller  resigned  from  the  Penn- 
sylvania-Ohio Electric  in  May,  1918,  and 
saw  fifteen  months'  service  in  France  as 
railway  transportation  officer.  Upon 
the  close  of  the  war  he  returned  as 
traffic  manager.  His  earlier  education 
was  received  in  the  Girard  high  school 
supplemented  by  study  of  interstate  com- 
merce law. 


D.  J.  Grraham  in  Charge 
at  Winnipeg 

A.  W.  McLimont,  president  of  Win- 
nipeg Electric  Company,  Winnipeg, 
Man.,  Canada,  recently  announced  the 
appointment  of  Dale  J.  Graham,  as 
manager  of  the  company's  electric  rail- 
way utility,  reporting  to  C.  H.  Dahl, 
assistant  general  manager  in  charge  of 
operation. 

The  new  manager  in  Canadian  terri- 
tory comes  from  Youngstown,  Ohio, 
where  he  has  been  assistant  manager  of 
a  railway  system  of  approximately  the 
same  size  as  that  in  Greater  Winnipeg. 
He  served  in  Youngstown  for  six  years, 
becoming  affiliated  with  the  Youngstown 
Municipal  Railway  in  1922  as  engineer 
of  maintenance-of-way. 

In  recognition  of  his  services,  in  1926 
Mr.  Graham  was  made  assistant  man- 
ager of  railways  of  the  Pennsylvania- 
Ohio  Electric  Company,  with  especial 
charge,  in  addition  to  his  general  duties, 


Committee.  Mr.  Serrill  succeeds  C.  E. 
Skinner  of  the  Westinghouse  Electric 
&  Manufacturing  Company,  who  has 
been  chairman  of  the  Standards  Com- 
mittee for  the  past  three  years. 


Dale  J.  Graham 

of  a  new  commercial  department  formed 
to  sell  more  rides  through  the  applica- 
tion of  good  salesmanship.  Several 
aides  were  associated  with  him  in  this 
department,  where  was  centered  all  mat- 
ters that  had  to  do  with  checking  and 
developing  the  service  of  the  various 
transportation  lines  and  making  them 
have  a  stronger  appeal  to  the  traveler 
and  to  the  people  of  the  community 
served.  His  work  aimed  at  building  up 
and  developing  both  freight  and  pas- 
senger business. 

Prior  to  his  connection  at  Youngs- 
town he  had  been  engineer  with  the 
American  Steel  Wire  Company,  Wor- 
cester, Mass.,  and  before  that  with  the 
Railroad  Administration  and  with  the 
New  York  State  Railways  at  Rochester. 
His  career  also  includes  service  with 
the  Pennsylvania  and  with  the  Santa  Fe 
Railroads. 

Mr.  Graham,  both  a  civil  and  elec- 
trical engineer,  was  graduated  from  the 
University    of    Pennsylvania    in    1910. 


Illinois  Commerce  Commission 

Head  Resigns 

David  H.  Jackson,  chairman  of  the 
Illinois  Commerce  Commission,  re- 
signed his  post  on  April  25  at  the  re- 
quest of  Governor  Len  Small.  He  was 
appointed  last  year  by  the  Governor  to 
succeed  Frank  L.  Smith,  erstwhile 
U.  S.  senator-elect.  The  Governor  had 
charged  that  there  was  dissension 
among  commission  members  under  the 
Jackson  administration  and  delays  in 
issuing  orders.  In  reply  Mr.  Jackson 
stated  that  his  resignation  was  being 
tendered  only  because  the  Governor  has 
the  right  to  remove  him  at  will.  He 
denied  both  charges  and  insisted  that  the 
Governor's  "real  reason"  for  demanding 
his  resignation  "is  because  he  found  I 
could  not  be  handled." 


Obituary 

R.  J.  Pike 

R.  J.  Pike,  purchasing  agent  and  head 
of  the  stores  and  traffic  departments  of 
the  Pennsylvania-Ohio  Electric  Com- 
pany, Youngstown,  Ohio,  died  recently. 
Mr.  Pike  was  with  the  Youngstown 
system  fourteen  years. 

Early  in  his  career  he  was  employed 
in  Scranton,  Pa.,  with  the  Delaware  & 
Hudson  Coal  Company,  and  then  went 
to  Syracuse,  N.  Y.,  where  he  first  be- 
came associated,  as  secretary,  with  R.  P. 
Stevens. 

After  serving  two  years  with  the 
Auburn  &  Syracuse  Electric  Railroad 
he  went  to  Allentown  with  Mr.  Stevens, 
who  then  becaine  president  of  the  Lehigh 
Valley  Transit  Company.  In  1914  when 
Mr.  Stevens  went  to  Youngstown  as 
president  of  what  has  developed  into  the 
present  Penn-Ohio  System,  Mr.  Pike 
again  accompanied  him  as  secretary  and 
statistician,  subsequently  being  promoted 
to  general  purchasing  agent  in  charge  of 
all  purchases  and  stores. 

Mr.  Pike  was  born  in  Oneida,  N.  Y., 
45  years  ago.  He  attended  the  Oneida 
schools  and  in  1903  was  graduated  from 
the  Utica  School  of  Commerce.  He 
was  a  member  of  many  civic,  business 
and  fraternal  bodies,  including  the 
Youngstown  Chamber  of  Commerce, 
the  Pittsburgh  Association  of  Purchas- 
ing Agents,  and  many  other  civic  enter- 
prises. 


W.  J.  Serrill  Head  of 
Standardization  Movement 

William  J.  Serrill  of  the  United  Gas 
Improvement  Company,  Philadelphia, 
Pa.,  was  recently  elected  chairman  of 
the    American    Engineering    Standards 


Charles  F.  Woodward,  active  in  the 
development  of  street  railways  35  years 
ago,  died  recently  in  Wakefield,  Mass. 
He  was  the  founder  and  first  president 
of  the  first  street  railway  in  the  vicin- 
ity of  Wakefield,  and  the  first  president 
of  the  Wakefield  &  Stoneham  Street 
Railway. 


May  5 ,1928 


ELECTRIC  RAILWAY  JOURNAL 


759 


Manufactures  and  the  Markets 


=fe^ 


World  Engineering   Congress 
Program  Outlined 

With  the  opening  date  of  the  first 
World  Engineering  Congress  set  for 
Oct.  30,  1929,  at  Tokio,  Maurice  Hol- 
land, executive  secretary  of  the  Ameri- 
can committee  arranging  for  engineers 
of  this  country  to  participate,  made  pub- 
lic the  program  of  the  event  as  outlined 
by  the  Japanese  authorities. 

The  congress  will  extend  through  the 
month  of  November,  the  official  lan- 
guages being  English  and  Japanese. 
The  first  week  of  the  meeting  is  to  be 
devoted  to  technical  papers  and  social 
meetings  and  the  second  week  to  in- 
spection trips  in  Tokio  and  the  vicinity. 
The  next  fortnight  will  be  set  apart  for 
trips  throughout  Japan,  arranged  to  give 
engineers  attending  the  congress  an  op- 
portunity to  visit  the  great  industrial 
centers  of  the  country  and  to  study 
Japanese  engineering  problems. 

The  World  Engineering  Congress 
aims  to  deal  with  many  of  the  world's 
vital  problems,  particularly  those  relat- 
ing to  public  works,  communication  and 
transportation,  power,  chemicals,  tex- 
tiles and  aeronautical  and  automotive 
engineering.  Almost  every  activity  of 
daily  life  as  touched  upon  by  modern 
science  and  invention  will  be  reflected  in 
the  deliberations  of  the  Congress. 


ing  40,200  lb.,  and  seating  49  pessengers. 
The  bodies  are  of  the  semi-steel  type 
with  Monitor  roofs.  The  exterior  finish 
is  cream  and  blue  paint  and  the  interior 
is  cherry  and  grey  enamel.  The  seats 
are  upholstered  in  genuine  leather.  Each 
car  is  equipped  with  four  outside-hung 
motors  and  air  brakes  with  variable  load 
feature.  Complete  specifications  were 
published  in  the  Jan.  21  issue  of  Elec- 
tric Railway  Journal. 


920  Motors  for  London 

An  order  recently  placed  by  the  Lon- 
don Underground  Railways,  London, 
England,  with  the  General  Electric  Com- 
pany, Ltd.,  has  been  very  considerably 
increased  and  now  comprises  in  all  920 
railway  motors  each  of  240  hp.  capacity, 
and  "automatic  acceleration"  control 
equipment  for  63  motor  coaches  and  107 
trailer  cars.  This  is  the  largest  single 
order  ever  placed  in  Britain  for  electric 
railway  motors. 


Washington  Railway  Receives 
Twelve  Cars 

Shipment  of  twelve  new  cars  for  the 
Washington  Railway  &  Electric  Com- 
pany, Washington,  D.  C,  has  been  com- 
pleted by  the  J.  G.  Brill  Company, 
Philadelphia,  Pa.  The  cars  are  of  the 
one-man,  double  end,  city  type  having 
an  over-all  length  of  42  ft.  3  in.,  weigh- 


Ohio  Railways  to  Improve 

Several  electric  railways  in  Ohio  are 
planning  large  improvements  in  1928. 
Companies  making  improvements  with 
the  amount  to  be  expended,  are  as  fol- 
lows :  The  Cleveland  Railway,  Cleve- 
land, Ohio,  $410,000;  Cincinnati  Street 
Railway,  Cincinnati,  Ohio,  $2,500,000; 
Ohio  Public  Service  Company,  Cleve- 
land, Ohio,  $2,000,000;  Indiana,  Co- 
lumbus &  Eastern  Traction  Company, 
Springfield,  Ohio,  $75,000;  Columbus, 
Delaware  &  Marion  Electric  Company, 
Marion,  Ohio,  $235,000;  Toledo, 
Bowling  Green  &  Southern  Traction 
Company,  Findlay,  Ohio,  $200,000,  and 
the  Stark  Electric  Railroad,  Alliance, 
Ohio,  $70,000. 


Exhibitograph  No.  7 

MODERNIZATION 

is  the  watchword  for  the  1928 

A.E.R.A.  Show 

space  applications  indicate  an 
active  campaign  for 

BETTER  TOOLS 
BETTER  METHODS 
INCREASED  EFFICIENCY 
IMPROVED  PERFORMANCE 

In  previous  years  tool  manufac- 
turers have  neglected  a  profitable 
market.  Today  aggressive  competi- 
tion is  the  order  and  manufacturers 
of  all  kinds  of  tools  will  show  their 
products  at 

Cleveland  next  September 

In  less  than  three  weeks  111 
applications  have  been  received  re- 
questing 

63,444  sq.ft.  of  space. 


- -  - 42-3  over  bumpers  ■  - y    - 

''-7%<2'7'>y< 2e'-5'  hocfy - >|< 6-//" 


<2'ii">. 


nnnnini 


New  Cars  and  Buses  for  D.U.R. 
Reorganization 

Under  the  plan  for  the  reorganization 
of  the  Detroit  United  Railway,  Detroit, 
Mich.,  ample  provision  will  be  made  for 
working  capital  and  financial  credit  to 
enable  the  new  company  to  acquire  new 
cars,  track  extensions  and  additional 
buses  necessary  to  serve  the  traveling 
public  in  the  greater  metropolitan  dis- 
trict. This  includes  the  interurban  rail 
and  bus  service  to  Toledo,  Port  Huron, 
Pontiac,  Flint,  Lansing  and  Grand 
Rapids,  and  the  local  railway  and  city 
bus  systems  of  the  cities  of  Pontiac  and 
Flint. 

Provision  has  been  made  for  the  pur- 
chase of  50  new  modern  light-weight 
city  and  interurban  electric  cars,  and 
30  additional  buses  and  for  the  extension 
of  tracks  to  serve  the  substantial  growth 
of  population  in  the  cities  of  Flint  and 
Pontiac. 

A  union  motor-bus  terminal  located 
near  Grand  Circus  Park  in  the  center 
of  Detroit  has  been  arranged. 


Floor  plan  of  the  Washington  cars  built  by  the  J.  G.  Brill  Company 


Rw?*'™*^ 


One  of  the  double  end,  one-man  cars  recently  delivered  to  the  Washington  Railway 

8C  Electric  Company 


Roller  Bearing  Buys 
Mercer  Plant 

Roller  Bearing  Company  of  America, 
which  has  been  engaged  in  Newark, 
N.  J.,  since  1919  in  the  manufacture 
and  sales  of  high-grade  roller  bearings, 
has  just  concluded  the  purchase  of  the 
large  plant  of  the  Mercer  Motor  Car 
Company,  of  Trenton,  N.  J.  The  com- 
pany will  install  its  present  equipment  in 
that  plant  and  obtain  a  large  amount  of 
new  equipment  required  to  take  care  of 
its  growing  sales.  The  Mercer  plant 
which  the  Roller  Bearing  Company  has 
acquired  occupies  11 J  acres  and  the 
buildings  have  175,000  sq.ft.  of  floor 
space.     These  buildings  are  of  modern 


760 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.18 


mill  construction  of  one  story,  with 
daylight  and  sawtooth  roofs.  Railroad 
sidings  serve  the  plant  on  two  sides,  and 
the  property  is  adjacent  to  the  main 
line  of  the  Pennsylvania  Railroad. 


^114,000  for  Pacific 
Electric  Signals 

Four  extensive  block-signal  installa- 
tions on  the  lines  of  the  Pacific  Electric, 
Los  Angeles.  Cal.,  involving  a  total 
expenditure  of  $114,000,  are  scheduled 
for  early  construction.  The  Sawtelle 
line  from  Vineyard  to  Sherman  Junc- 
tion, a  distance  of  3  miles,  soon  will  be 
equipped  with  automatic  hooded  signals. 

A  similar  installation  will  soon  be 
under  way  between  Rivas  and  Glendora. 
a  distance  of  almo.st  4  miles,  over  a  sec- 
tion in  which  manual  light  circuits  now 
are  employed. 

On  the  Redondo  Beach  line  between 
Hermosillo  and  El  Nido  4  miles  of  track 
will  be  protected  similarly  at  an  early 
date,  and  also  the  Van  Nuys  line,  near 
Universal  City,  the  Tujunga  Wasli  and 
Los  Angeles  River  district,  will  have 
this  type  of  automatic  signal  safeguard 
for  a  distance  of  2.400  ft. 


SHOPS  AND  BUILDINGS 

Philadelphia  Rapid  Transit  Com- 
pany, Philadelphia,  Pa.,  will  convert  to 
a  bus  repair  shop  the  building  at  Hunt- 
ing Park  Avenue  and  American  .Street. 
It  will  be  a  one-story  brick  building  on 
a  site  406x282  ft.  and  will  contain  a 
machine  shop,  overhauling  shop  and 
locker  room. 

New  York.  New  Haven  &  Hart- 
ford Railroad.  New  ^'ork.  N.  \..  plans 
an  electrical  inspection  shop  on  Mat- 
thews Avenue  at  a  cost  of  $180,000. 

PucET  Sound  Power  &  Light  Com- 
pany, Seattle,  Wash.,  will  build  a  sub- 
station to  cost  $35,000. 

Baltimore  &  Ohio  Railroad  will 
make  extensions  in  shops  at  New  Castle, 
Pa.,  to  cost  approximately  $150,000. 

Washington  Water  Power  Com- 
pany, Spokane,  Wash.,  plans  a  $50,000 
substation  to  be  built  on  South  Tacoma 
Street. 

South  Carolina  Power  Co.mi-any, 
Charleston,  S.  C,  is  planning  a  $75,000 
addition  to  its  recently-acquired  Walter- 
boro  power  plant. 


TRACK  AND  LINE 


Kansas  City  Puhlic  Service  Com- 
pany, Kansas  City,  Mo.,  will  rebuild 
2,100  ft.  of  track  to  be  completed  within 
30  days.  The  rebuilding  is  part  of  the 
$6,000,000  rehabilitation  program  of  the 
company. 

Terre  Hautk.  Indianapolis  &  East- 
ern Traction  Company,  Indianapolis, 
Ind.,  and  the  Pennsylvania  &  Evans- 
VILLE  Railroad  have  received  the  ap- 


METAl,  COAL  AND  MATERIAL  PRICES 
F.  0.  B.  REFINERY 

May  I, 

MeUls— New  York  1928 

Copper,  electrolytic,  cents  per  lb 14.023 

Copper  wire,  cents  per  lb 16.00 

Lead,  cents  per  lb 6.075 

Zinc,  cents  per  lb 6.20 

Tin,  Straits,  cents  per  lb 5 1 .  00 

Bituminous  Coal,  f.o.b.  Mines 
Smokeless  mine  run,  f.o.b.  vessel,  Hampton 

Roads,  gross  tons 4.075 

Somerset  mine  run,  Boston,  net  tons 1 .  875 

Pittsburgh  mine  run,  Pittsburgh,  net  tons.  1 .  95 

Franklin,  111.,  screenings,  Chicago,  net  tons  1 .  875 

Central,  111.,  screenings,  Chicago,  net  tons  1 .  675 

Kansas  screenings,  Kansas  City,  net  tons.  2.  50 
Materials 

Rubber-covered  wire,  N.  Y.,  No.  14,  per 

1,000  ft 5.40 

Weatherproof  wire  base,  N.  Y.,  cents  per  lb.  1 6 .  50 

Cement,  Chicago  net  prices,  without  bags.  2.  05 

Linseed  oil  (5-bbl.  lots),  N,Y„  cents  per  lb.  10.60 
White  lead  in  oil  (100-lb.  keg),  N.  Y.,  cents 

per  lb 13.25 

Turpentine  (bbl.  lots) ,  N.  Y.,  per  gal $0 .  60 


proval  of  the  Indiana  Public  Service 
Commission  to  install  interlocking  plants 
at  the  intersection  of  the  two  lines  at 
Terre  Haute,  Ind. 

Chicago  Rapid  Transit  Company, 
Chicago.  111.,  will  resume  the  work  of 
relocating  elevated  structure  columns  at 
downtown  street  intersections  in  Chi- 
cago next  month.  The  plans  call  for 
moving  ten  columns  from  the  center  of 
the  street  to  the  curb  lines. 


TRADE  NOTES 


.American  Electric  Switch  Corpo- 
ration has  added  to  its  Minerva,  Ohio, 
factory,  a  new  building  of  brick 
construction,  two  stories  and  basement, 
giving  an  additional  26,000  sq.ft.  of  floor 
space. 

Che.ster  L.  Gailor,  Inc.,  announces 
the  removal  of  its  offices  to  50  Church 
.Street,  New  York,  N.  Y. 

C.  P.  Potter,  engineer  for  the  Wag- 
ner Electric  Corporation,  St.  Louis,  Mo., 
was  elected  chairman  of  the  St.  Louis 
section  of  the  A.I.E.E. 

Electric  .Service  Supplies  Com- 
pany. Philadelphia,  Pa.,  has  moved  its 
Chicago  oftice  and  warehouse  to  111 
North  Canal  -Street,  directly  opposite  the 
Chicago  &  Northwestern  Depot. 

William  K.  Kemp  has  been  ap- 
pointed district  .sales  manager,  with 
headquarters  in  the  General  Motors 
Building,  Detroit.  Mich.,  for  the  King- 
ston Products  Corporation,  this  being  a 
consolidation  of  Byrne,  Kingston  & 
Company,  Kokomo  Electric  Company, 
and  Kokomo  Brass  Works.  Mr.  Kemp 
has  been  with  these  companies  for  the 
last  eighteen  years  as  manager,  first  at 
Chicago,  and  more  recently  at  the  New 
York  and  New  England  branches. 

Wagner  Electric  Corporation  an- 
nounces the  removal  of  its  New  York 
City  branch  sales  office  from  50  Church 
Street  to  30  Church  Street.  The  New 
York  Citv  .service  station  remains  at  321 
West  54th  Street. 

Headley  Good  Roads  Company, 
Philadelphia,  Pa.,  has  appointed  as  man- 
ager  of   its   research   and   development 


department,  Edgar  S.  Ross,  formerly 
with  the  Mellon  Institute  of  Industrial 
Research,  Pittsburgh,  Pa. 

Columbus  McKinnon  Chain  Com- 
pany, Tonawanda,  N.  Y.,  has  acquired 
control  of  the  hoist  division  of  the 
Chisholm  Moore  Manufacturing  Com- 
pany, Cleveland,  Ohio.  The  general 
sales  offices  and  factory  will  continue  to 
operate  in  the  same  location,  under  the 
same  name  and  personnel  as  in  the  past. 

GuNiTE  Corporation,  Rockford,  111., 
has  been  incorporated  to  manufacture 
and  market  the  product  Gunite,  a  gun- 
iron  alloy  which  has  heretofore  been 
made  in  the  Gunite  division  of  the  Rock- 
ford  Malleable  Iron  Works.  Duncan  P. 
Forbes  is  president,  and  John  A.  Forbes 
secretary  and  treasurer,  of  the  new  cor- 
poration. 

W.  R.  Voorhees  &  Company,  San 
Francisco,  Cal.,  and  Seattle,  Wash.,  is 
now  representing  the  Billings  &  Spencer 
Company,  Hartford,  Conn.,  in  Montana, 
Colorado,  Wyoming,  Idaho,  Utah, 
Nevada,  Washington,  Oregon,  Cali- 
fornia, Arizona,  New  Mexico  and  El 
Paso,  Texas. 


ADVERTISING  LITERATURE 


Crouse-Hinds  Company,  Syracuse, 
N.  Y.,  has  recently  issued  an  illustrated 
bulletin  entitled  "Airport  Lighting 
Equipment." 

Ohio  Brass  Company,  Mansfield, 
Ohio,  has  issued  a  bulletin  describing 
O-B  cross  wire  and  wire  lock  clamps. 

Copperweld  Steel  Company,  Glass- 
port,  Pa.,  has  issued  a  bulletin  de- 
scriptive of  Copperweld  ground  rods. 

Electric  Storage  Battery  Com- 
pany. Philadelphia,  Pa.,  has  issued  a 
booklet  entitled  "An  Unusual  Loco- 
motive." It  describes  the  128-ton  com- 
bination storage  battery-oil-electric 
locomotive  built  for  the  New  York 
Central  Railroad. 

Electric  Service  Supplies  Com- 
pany, Philadelphia,  Pa.,  has  issued  a 
new  folder.  No.  253,  on  Keystone  port- 
able lamp  guards. 

Crouse-Hinds  Company  has  issued 
catalog  No.  310  on  floodlights  and  in- 
du.strial  lighting  units. 

Ingersoll  -  Rand  Company,  New 
York,  N.  Y.,  announces  publication  of 
a  44-page  bulletin  on  ER  and  FR  com- 
pressors and  vacuum  inmips.  These  are 
the  small  and  intennediate  size  ma- 
chines produced  by  the  company. 

Alexander  Brothers,  Philadelphia, 
Pa.,  have  issued  a  new  booklet  describ- 
ing in  detail  the  construction,  horse- 
power capacity,  and  drive  design  data  of 
Tentacular  transmission  belting. 

Irving  Iron  Works  Company,  Long 
Island  City,  N.  Y.,  has  issued  Bulletin  K, 
descriptive  of  Irving  continuous  floor 
armoring. 


May  5,  1928 


ELECTRIC  RAILWAY  JOURNAL 


23 


I 


Kiddies  and 

Down 
Grade! 

Then  is  the  time  you  need 

PEACOCK  STAFFLESS  BRAKES 

Children  with  scooters,  roller  skates,  balls,  bicycles  and  express 
wagons  make  many  serious  situations  for  motormen — and  hazards 
are  increased  on  down  grades. 

Many  a  time  you've  heard  the  cry  "Look  out  for  that  kid,"  when 
some  youngster  intent  on  his  play  dashed  on  the  track  in  front  of 
an  oncoming  car. 

Suppose  the  power  goes  off — there  is  too  much  slack  in  the  air 
brake  rigging.  Then  is  the  time  a  Peacock  Staffless  Brake  is  worth 
its  weight  in  gold,  for  it  is  absolutely  trustworthy.  It  has  a  chain 
winding  capacity  of  144  inches — has  three  times  the  braking 
capacity  of  the  ordinary  hand  brake. 

Do  you  realize  Peacock  Staffless  Brakes  are  standard  on  practically 
all  modern  cars?  There  are  good  reasons  why.  May  we  present 
some  facts  and  figures  why? 

National  Brake  Co*,  Inc* 

The  890  Ellicott  Sq.,  Buffalo,  N.  Y. 

IT  %:.aK.\j\.^  Canaduin  Representattves 

StainesS  Lyman  Tube  8C  Supply  Company,  Limited,  Montreal,  Canada 


24 


ELFXTRIC  RAILWAY  JOLKNAI. 


Mav  5.  1928 


One  of  the   100%   Qoodyear  ■  equiplKcl  fleet  of  the 
Portland  Electric  Power  Company,  Portland,  Oregon 


GOODYEAR... 

one   hundred   per   cent! 


The  number  of  bus  lines  that  are  equipped 
exclusively  with  Goodyear  Pneumatic  Cord 
Bus  Tires  is  growing  steadily. 
Asoneoperator  after  another  gets  through  with 
tests  and  trials  and  experiments,  the  records  of 
dependable,  low-cost  tire  performance  point 
to  Goodyear  — 100%. 

A  typical  example  of  this  complete  reliance 
on  Goodyear  is  supplied  by  the  Portland  Elec- 
tric Power  Company,  of  Portland,  Oregon. 

"We  are  pleased  to  state  that  we  have  used 
Goodyear  Tires  and  service  on  our  buses  since 
October,  1924,  with  excellent  results,"  writes 
Mr.  Thomas  Pumfrey,  Chief  Engineer  of  Rail- 
ways, "and  our  fleet  of  4 1  buses  is  now  equ  ipped 
100%  with  Goodyear  Tires. 


"They  all  have  dual  tires  on  the  rear  wheeb, 
and  the  buses  average  120,000  miles  per  month, 
carrying  448,000  passengers.  Our  average  be- 
tween tire  failures  has  been  25,026  miles. 

"Goodyear  Service  has  been  very  satisfactory, 
and  we  have  found  Goodyear  Sales  and  Service 
organization  very  fair." 

Goodyear  Pneumatic  Bus  Tires  deliver  their 
superior  grade  of  performance  because  of  their 
special  design  and  construction.  They  have  the 
All- Weather  tread  for  powerful  traction  and 
road-gripping  safety  in  any  going.  They  have 
the  long-lasting  strength  provided  by  extra- 
elastic,  extra-durable  SUPERTWIST  cord.  For 
uninterrupted  revenue  mileage  at  low  tire-mile 
cost,  equip  100%  with  Goodyear. 


For  every  Qoodyear  Cord  Bus  Tire  there  is  an  equally  fine 
Qoodyear  Tube,  built  especially  to  the  needs  of  bus  service 


^&&m 


CopjTlibt  1828,  by  Tb«  agwbwi  Tire  &  Bubbu  Co..  loc 


May  5,  1928 


ELECTRIC  RAILWAY  JOURNAL 


25 


\JVlodel  15  {Street-car  type}  by  International  Harvester 


One  of  Three  Popular  Styles 


\j  y  HE  coach  operator  of  today  lays 
J  his  plans  with  an  eye  to  maxi- 
mum activity  with  conservative  in- 
vestment. He  wants  economy  coaches 
for  medium  loads,  designed  inside 
and  out  to  please  the  fastidious  rider, 
and  scheduled  to  run  with  the  de- 
pendable frequency  that  establishes 
routes  with  the  public. 

He  finds  on  investigation  that  the 
coach  he  prefers  is  such  a  coach  as 


International  Harvester  builds  and 
services.  International  Harvester  pio- 
neered in  the  development  of  motor 
coaches  and  the  popular  Model  15 
is  the  fruit  of  that  experience.  Fur- 
nished in  three  styles  —  the  Street- 
Car  type  [shown  above],  the  Club 
Coach,  and  the  Sedan  Coach.  To 
carry  15  to  17  passengers  —  the 
ideal  capacity.  Write  for  the  Motor 
Coach  Catalog. 


International  Harvester  Company 


606  So.  Michigan  Ave. 


OF  AMERICA 

(Incorporated) 


Chicago,  Illinois 


The  International  Harvester 
automotive  line  also  includes 
Speed  Trucks  ofXVn,  I 'A  and 
2-ton,  Heavy-Duty  Trucks  up 
to  5-ton,  and  McCormick- 
Deering  Industrial  Tractors. 
+ + 


Serviced  through  160  Com- 
pany-otvned  branches  in  the 
United  States  and  Canada, 
and  through  many  dealers. 
Service  unexcelled  —  service 
always  "around  the  comer. " 
♦ ♦ 


INTERNATIONAL  HARVESTER 
SIX-CYLINDER  COACHES 


<?S^K 


dK^ 


26 


ELECTRIC  RAILWAY  JOURNAL 


May  5, 1928 


The  OUTSTANDING 
TERES  for  Buses  and  Trucks 


The  most  spectacular  work  in  the  truck  and  bus 
field,  is  being  done  by  fleets  and  individual  vehi- 
cles equipped  with  Firestone  Gum-Dipped  Tires. 
The  Firestone  Gum-Dipped  Tire  requires  no 
special  consideration  as  to  speed,  type  of  road, 
climate  or  weather  conditions.  The  only  essen- 
tial is  to  provide  enough  tire  for  the  load  plus 
sufficient  air  pressure — then  let  the  results  of 


advanced  tire  engineering  and  Firestone  Gum- 
Dipping  show  themselves.  You  can  give  your 
buses  the  advantage  of  Firestone  Gum -Dipped 
Tires,  and  obtain  the  services  of  experienced  Fire- 
stone Dealers — no  matter  where  you  are  operat- 
ing. Call  your  local  Firestone  Dealer — or  get  in 
touch  with  the  nearest  Firestone  Branch  and  have 
an  up-to-date  tire  program  worked  out  for  you. 


MOST  MILES  PER  DOLLAR 


nre^fotie 


GUM-DIPPED  TIRES 


AMERICANS  SHOULD  PRODUCE  THEIR  OWN  RUBBER 


xj(i.HA,^su^^^^^'^^y^f<^^^ 


May  5,  1928 


ELECTRIC  RAILWAY  JOURNAL 


27 


WHO  PAYS  9 

WhcnlSni  Use  This 


1fi\  iitikii  iiiii  ii>ii«ii«iiil 


The  bus  line  operator  who  does  not  fit 
his  busses  to  the  loads  most  often  carried, 
pays  to  haul  empty  seats. 

This  year,  established  carriers  have  the 
added  competition  of  3,765,059  private 
automobiles  built  in  1927.  Busses  must 
share  in  this  basic  dilution.  To  maintain 
the  imperiled  volume,  and  to  do  it  profit- 
ably, operators  must  observe  the  laws  of 
frequency  and  of  the  average  load. 

Reo  Busses  —  embodying  the  last  word 
in  chassis  construaion  and  design — are 
sized  right  to  minimize  the  cost  of  empty 
seat  hauling.  They  are  not  burdened  with 
the  unprofitable  dead  weight  of  slower, 
clumsier  busses. 

They  handle  peak-hour  capacities  by 
giving  you  greater  frequency  with  their 
greater  6-cylinder  agility.  They  have  new 
power,  new  strength,  new  ease  of  han- 
dling, and  the  certain  safety  that  comes 
from  four-wheel  internal  expanding 
hydraulic  brakes.  Their  maintenance  cost 
— actual  figures  available  on  request — 
is  amazingly  low. 

REO  MOTOR  CAR  COMPANY 

Lansing,  Michigan 


To  Haul  a  Load 

that  This  will 

Cawy 


^^aa^ 


Let  a  Reo  specialist  demon- 
strate that  Reo  Busses  will 
earn  more  money  for  you, 
I     Try  out  a  Reo  Bus  today.    \ 


REO    BUSSES 

12     AND     21     PASSENGER 


28 


F.LECTRIC  RAILWAY  JOURNAL 


May  5.  1928 


NOV-3      Oil 


DO    NOT    DESTROY    TICKET 

25;35  -.55 »    -OE 

Prom      To  Fare  Oper. 

Surrender  ticket  when  leaving 

1   National  Transit  Co. 
*      Anywhere,  U.  S.  A. 


Ticket    issued    by    National    Fare 
Register,  actual  size. 


The    new    National     Fare     Register, 
product  of  The   National   Cash  Reg- 
ister Company. 


National  Fare 
Registers 

benefit  Management,  Passenger,  Operator 

The  Management  gets  an  absolute  check  on  every  fare 
taken  in,  and  is  assured  of  getting  all  the  receipts. 

Passengers  are  not  delayed  in  loading  by  a  slow  method 
of  registering  fares  and  issuing  tickets. 

Operators  save  time  in  issuing  tickets  and  collecting 
fares  because  of  electric  operation,  fast  action  keyboard, 
repeat  key  and  other  important  features. 

Auditor  has  printed  record  of  every  fare  collected,  and 
total  showing  amount  of  all  cash  fares. 

These  are  some  of  the  advantages  of  the  new  National  Fare  Reg- 
ister to  every  person  concerned  in  the  operation  of  electric  rail- 
virays.  Protection,  speed  of  service,  and  durability  are  provided  to 
a  degree  never  before  possible.  This  machine  is  being  used  by 
some  of  the  most  prominent  lines  in  the  country.  We  shall  be 
glad  to  give  you  complete  information. 

252  offices  and  service  stations  in  United  States  and  Canada 
insure  prompt  service. 

NATIONAL  FARE  REGISTERS 

Product  of 

The  National  Cash  Register  Company 

Dayton,  Ohio 


May  5, 1928 


ELECTRIC  RAILWAY  JOURNAL 


29 


Make  your  service 
attractive — 


•a  comfortable,  uninterrupted  ride  is  your  best  means 
of  overcoming  automobile  competition 


The  electric  railways  today  are  facing  a  problem  of  competition  with 
privately  owned  transportation.  The  motorist,  however,  is  dissatisfied 
on  account  of  the  expense  and  difficulties  of  parking.  Attractive  street 
car  service  would  quickly  swing  him  back  into  line  as  a  car  rider. 

Of  utmost  importance,  then,  is  that  your  service  be  made  as  pleasing  as 
possible.    The  ride  you  sell  must  be  comfortable  and  uninterrupted. 

The  basis  of  a  comfortable  ride  is  a  smooth,  well-laid  track.  A  rough 
track  not  only  offsets  the  advantages  of  excellent  rolling  equipment,  but 
hastens  it  to  a  premature  discard. 

Carnegie  Steel  Cross  Ties,  properly  laid,  insure  a  comfortable-riding, 
repair-free  track.  Interrupted  service,  due  to  track  repairs,  is  eliminated. 
The  unit  cost  of  steel  ties  (cost  per  mile  of  track  per  year)  is  less  than 
that  for  wood  ties. 


junegie  jroducts 

for 
Electric  Railways 

Steel  Gross  Ties 

Standard  Rails 
and  Rail  Joints 

Wrought  Steel  Wheels 

Forged  Steel  Axles 

Steel  Shapes,  Plates 
and  Bars 


Carnegie  Steel  Company 

General  Offices — Carnegie  Building 

Pittsburgh,  Penna. 


1018 


RNEGIE 

Steel  Cross  Ties 


30 


ELECTRIC  RAILWAY  JOURNAL 


May  5.  1928 


f'^r. 


^•^''h 


Brake 
Hangers 

Brake  Levers 

Pedestal  Gibs 

Brake  Fulcrutns 

Center 
Bearings 

Side  Bearings 
Spring  Post 
Bushings 

Brake  Bushings 
Bronze 
Bearings 

Bolster  and 
Transom 
Chafing 
Plates 

Spring  Posts 

McArthur 
Turnbuckles 

Manganese 

Brake  Heads     i. 

Manganese 
Truck 
Parts 


i«. 


Make 
this  test 


Boyerize  one  or  more  of  your  cars.  Put 
them  in  service  under  your  most  severe 
operating  conditions.  Keep  accurate  com- 
parative records. 

You  will  find  that  the  Boyerized  Car  Parts 
outwear  ordinary  hardened  steel  parts 
three  to  four  times;  that  they  have  an  ex- 
ceptional ability  to  stand  up  under  the  most 
severe  service;  that  to  Boyerize  is  to 
economize ! 

And  Boyerized  Car  Parts  cost  no  more 
than  others ! 

Let  us  quote  on  your  requirements. 

Bemis  Car  Truck  Company 

Electric  Railway  Supplies 
Springfield,  Mass. 

R«pre8entativeft : 
F.  F.  Bodler.  803  Monadnock  Bldg:.,  San  Francisco.  Cal. 
W.  F.  McKenney.  54  First  Street.  Portland.  Ore. 
J.  H.  Denton.  1328  Broadway,  New  York  City.  N.  Y. 
A.  W.  Arlin.  519  Delta  Building:.  Los  Angeles.  Cal. 


ONE 


Of  these  Photos 
Shows  Track 

Eleven'Vfears  Old 


iflCH? 


r 


Which  Is  The  1 1 
Year  Old  Track 

Both  the  photos  on  the  front  of  this  sheet 
are  of  Dayton  Tie  Track. 

One  stretch  was  laid  in  1917 — is  11  years 
old  this  summer. 

The  other  is  two  years  old. 

Which  is  which? 

Not  the  easiest  job  to  guess,  is  it? 

If  you  are  curious  as  to  which  is  the  11 
year  old,  write  us  and  well  tell  you  the 
answer,  and  how  you  can  accomplish  the 
same  result. 


THE  DAYTON 
MECHANICAL  TIE  CO. 

DAYTON,  OHIO 


'J 


May  5,  1928 


ELECTRIC  RAILWAY  JOURNAL 


33 


Passenger  -  inviting  comfort 


900 

Double   Rotating  Chairs 

in  C.  H.  &  D.  Interurban  cars. 


900-D 

Double  Stationary  Chairs 

without  arm  rests  in  new 
C.  H.  &  D.  City  cars 


Pfafe  and 
Kfrbyrn 


"wherever 

H  &  K  Seats 

are  installed  I 


SEATING  comfort— a  vital  factor 
in  passenger-producing  transpor- 
tation service — is  assured  wherever 
H  &  K  seats  are  installed.  And  you 
find  H  &  K  Seats  in  cars  and  buses  of 
progressive  transportation  companies 
in  all  parts  of  the  world. 

H  &  K  stands  for  up-to-date  design, 
luxury  and  travel  comfort  that  invites 
new  passengers. 

Whether  you  have  a  new  car  or  bus 
program  or  a  remodelling  program 
on  city  or  interurban  lines,  ask  for 
the  H  &  K  Catalog  of  modern,  lux- 
urious seats  for  every  transportation 
line  purpose. 

HALE  8C  KILBURN  CO. 

General  Offices  and  Works: 
1800   Lehigh   Avenue,   Philadelphia 

SALES  OFFICES 

Hale  &  Kilburn  Co..   Graybar  Bldg..  New  York 

Hale  *  Kilburn  Co.,  MeCorn;iik  Bids..  Chicago 

E.  A.  Thornwell.  Candler  Bldg..  Atlanta 

Frank  F.  Bodler,  903  Monadnock  Bldg..  San  Francisco 

T.  C.  Coleman  &  Son.  Starka  Bldg'.,  Louisville 

W.  L.  Jefferies.  Jr.,  Mutual  Bldg:..  Richmond 

W.  D.  Jenkins.  Praetorian  BldR..  Dalla.s.  Texas 

H.  M.  Euler.  46  Front  St.,  Portland,  Oreiron 


jutusmii^imttsitatukatei^mt^ 


34 


ELECTRIC  RAILWAY  JOURNAL 


Mutual  Service 


To  the  manufacturers  and  distributors  of 
America  and  the  street  railway  systems  that 
transport  the  millions  of  America's  potential 
buyers,  Collier  ofifers  a  mutual  service. 

This  service  has  brought  the  street  railway  riders 
in  thousands  of  cities  and  towns  throughout  the 
country  to  look  upon  car  cards  as  extremely  useful 
and  pleasing  features  of  up-to-date  street  car  serv- 
ice. It  has  given  national  and  local  advertisers  a 
medium  thru  which  they  can  get  their  messages  to 
selected  territories  easily,  economically  and  con- 
vincingly. 

Our  business  is  one  of  service — service  to  the  street 
railway  industry,  service  to  America's  national  and 
local  advertisers,  service  to  the  millions  of  people 
who  daily  ride  on  street  cars. 


iMccmmonAT^o, 


CANDLER  BUILDING, 
NEW  YORK,  N.  Y. 


May  5,  1928 


ELECTRIC  RAILWAY  JOURNAL 


35 


46 


NATiONAL 

SF.AMIRSS  STF.FI. 


TROLLEY  POLES 

Reinforced  where  reinforce- 
ment is  needed^  without 
adding  superfluous 
weight  or  sacrific- 
ing resiliency. 


THE  standard  "NATIONAL 
SHELBY"  Poles'  are  made  from 
13-gage  material,  as  years  of  practical 
experience  have  shown  that  a  lighter 
gage  may  fail  by  local  injuries,  and  a 
heavier  gage  simply  adds  to  the 
weight  of  the  pole  without  increasing 
its  strength  to  a  corresponding  extent. 
The  theoretical  requirement  for  a  pole 
of  minimum  weight  points  out  a 
method  for  increasing  the  strength  of 
the  pole  without  a  proportionate 
increase  in  the  weight.  This  method 
consists  of  the  use  of  a  reinforcement 
at  the  base  end,  and  on  the  inside  of 
the  13-gage  member. 

These  poles  are  made  by  improved 
methods  of  manufacture,  particularly 
in  the  method  of  inserting  the  reiii- 
forcement.  The  reinforcement  is 
integral  with  the  body  of  the  pole, 
which  adds  materially  to  its  efficiency. 

Ask  for  Booklet— I  he  "SHELBY"Seam- 
less  Cold  Drawn  Steel  Trolley  Pole. 


NATIONAL  TUBE  COMPANY,  PITTSBURGH,  PA. 

General  Sales  Offices:  frick  building 

DISTRICT  SALES  OFFICES 

Atlanta       Boston       Chicago       Denver       Detroit       New  Orleans       New  York       Salt  Lake  City       Philadelphia       Pittsburgh        St.  Louia        St.  Paul 

/•acific  Coast  Represen^ariVes:  U.  S.  Steel  Products  Co.        San  Francisco        Los  Angeles        Portland        Seattle 

Excort  Representatives:  U.  S.  Steel  Products  Co.        New  York  City 


36 


ELECTRIC   RAILWAY  JOURNAL 


Mav  5.  1928 


r-^     VIZABLEDC    1^ 

hAFKAR 

■  ^         ^    TRADE   MARK  Res  ^        ^^  ■  ■ 

mI      eAFSTEP     1  i 


Claim  agents  and  safety  engineers 
see,  in  "Safkar"  Steps,  the  solution 
of  some  of  the  most  serious  prob- 
lems they  meet.  Always  non- 
slipping,  always  "miss-proof"  be- 
cause of  the  visible  edge,  always 
clear  of  dust  or  snow,  always  dry 
— they  practically  eliminate  costly 
"step  accidents." 

Hmc  you  Bulletin  2D-28? 

IRVING  Iron  Works  Go, 

Long  Island  City.  N.Y.  U.S.A. 

Cslablished     in    1902 

ATLANTA  GA        BAlTIMOHI  MO     einMINGHKH  ALA  ftOSION.HASS     BUFfALO.  ft  V      CHICAGO.  ILL.      CIMCimnaTLOHio' 
CUVILANIXWIIO      DALLAS  TIXAS      OfHVLRCOLO      DtTROlTMltll      (iPASOTtXAS     HAVANA   CUBA    HOUSTON  TEXAS 
■fiUNAPOUS.IM0     RAHSASdTVHO   INOXVILLE  TCNN   HEIICO  C(TV.  HEX    MILWAUKEE  T*iS    NilllllXPWISmNtl    MONTQEAL  PO 
milAMinUM.  |NTTSBURGn,PA   StLOUIS.UO  SAN  FRANCISCaCU   sAlI  LAKE  CiTV. UTAH  SEATTLL.MASR  SCHAHTttU*  UTIlaM 


Provide:ferc$b/9 

Accdekrtion  ofB^affic 


Automatic  signals,  Interlocking  installations  and  Power 
operated  remotely  controlled  switches  are  being  used 
economically  for  safe  acceleration  of  traffic,  by  provid- 
ing proper  spacing  of  cars,  and  eliminating  unnecessary 
stops. 

Highway  Crossing  Protective  devices  are  a  dependable 
insurance  which  soon  pay  off  the  investment. 

Our  specialists  at  your  service  without  obligation. 


«  ^  Union  ^biitci)  &  Signal  (So.  m  p 

T3     \^  SWISSVALE,  PA.  ViST     -^-r" 


Mav  5,  1928 


ELECTRIC  RAILWAY  JOURNAL 


37 


American  Steel  ""'^e 


FSC 
Bond 


Company 


Reliable  Pemmance 

with  Simplicity  of 

Application 

Here  are  two  of  the  best  all  'round 
welded  bonds  on  the  market.  The 
terminals  are  designed  to  fit  the  rail 
joints  and  are  easy  to  apply.  The 
simplicity  of  application  with  our 
alloy  flux  wire  combined  with  the 
ease  with  which  the  oxy- acetylene 
flame  can  be  manipulated  insures  effi- 
cient and  lasting  attachment  of  these 
Flameweld  Bonds. 
Our  engineers  are  ready  at  all  times 
to  assist  you.  Samples  and  literature 
gladly  furnished  on  request. 


SALE  OFFICES 


CHICAGO.  208  So.  La  Salle  St. 
CLEVELAND 

Rockefeller  Bid  j. 
DETROIT  Foot  of  First  Street 
CINCINNATI 

Union  Trust  BIdg. 
MINNEAPOLIS— ST.    PAUL 
Merchants  Nat'l  Bk.   Bldg., 

St.  Paul 
*San  Francisco 


ST.  LOUIS         506  Olive  Street 

KANSAS    CITY 

417  Grand  Avenue 
OKLAHOMA    CITY 

First  National  Bank  BIdg. 

BIRMINGHAM 

Brown-Marx  BIdg. 

*Los  Angeles 


PHILADELPHIA 


Wldener  BIdg. 


MEMPHIS 

Union  and  Planters  Bank  BIdg. 
NEW  YORK,  30  Church  Street     ATLANTA,  101  Marietta  Street 
WORCESTER,  94  GroTe  Street 


BOSTON Statler     BIdg. 


PITTSBURGH. 
♦Portland 


.  Frick    BIdg. 


BALTIMORE 


32  So.  Charles  Street 


BUFFALO .  .  670  Elllcott  Street 
WILKESBARRE,  Miners  BIdg. 

DALLAS Praetorian     BIdg. 

DENVER 

First  National  BtinkJBllli. 
SALT  LAKE  CITY 

WalkerBk.  BIdg. 


*UnitedISt«tes  Steel  Products  Co. 


38 


ELECTRIC   RAILWAY  JOURNAL 


May  5,  1928 


gininiiiniiiiiiiiiiiiiiimiiiiiinniiimiiiniiraiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiniiiiiiiiiiiiiiiiniiiniiiiiiiiiiiiiiiiiiiiiiiiiiiir     viijiiiiiin iiiiiiiiiiiiiriiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiniiiiiimiiiiiniii 


Greater  Service 
Per  Dollar  Invested 


Now  Ready  for  Mailing 


"Tiger"  Bronze  Axle  and 
Armature  Bearings 

More-Jones  "Tiger"  Bronze  castings  for  axle  and 
armature  bearing  service  was  one  of  our  early  achieve- 
ments. This  is  probably  the  most  widely  known 
bronze  on  the  market.  It  has  stood  the  test  of  time. 
There  is  nothing  better  for  long,  efficient  and  most 
economical  results.     Let  us  quote  you. 


New  York,  N.  T. 
Jersey  City,  N.  i. 


National  Bearing  Metals 
Corporation 

St.  Louis,  Mo. 


Pittsburgh.  Pa. 
Meailville,  Pa. 


PortBraonth,  Va. 


I  MORE-JONES 

I  QUALITY  PRODUCTS  I 

S  8 

riiiiiiiiiHir>iiintiiHiMiniiniMUiiuiiiuMM>Mn[MiiiiiiiiiiriiiiiiitiiiUMiriiiiiMiiiiiiiinaHiiiiiiiiiiMiiiiiiiiiiiiiii['iiitiiiiiiniiiiitiiiuiV 

^irrninniimiiiiiimiiHMiiiiiiiiiiimiunimniniiiimiiiiiirrinMiiiiiirMUiniiNitNiimiMiiriniMniiiiiMiiiiirrniimiriiiimKiin 


RIGHT  ON  YOUR  DESK— Just  the  data 
you  want! 


Eleclri*'  railway  pxecutfves, 
engineers  and  (tperatin^  men 
have  lorip  reBpcctfd  Richey's 
ELECTRIC  RAILWAY  HAND- 
BOOK as  the  one  great  pocket- 
hoolt  of  practice  data,  form- 
ulas and  tables  in  the  electric 
railway  field.  It  covers  every 
phase  of  electric  railway  work 
from  Roadbed  and  Track  to 
Sig-nals  and  Comniunieation. 

Richey*s 

Electric  Railway 
Handbook 

Second  Edition 

798      pagct,      pocket  nize,      /tfxible, 

illustrated.     1 4.  ft 0    postpaiti. 
It  preeents 

(1)  Data  on  subJeoL<t  whlcti  come  up 
In  pvor>duy  electric  railway 
practice  for  constant  use  by 
the  opprating.  ct»n-itructlng  and 
deBtgnlng   engineer. 

(2)  Material  of  service  to  th«  non- 
technical  manager  or  operator. 

(3)  Iteference  material  on  electric 
railway  pracilee  for  thow  who 
are  specializing  In  other  or 
allied  flelds. 

Information  every  electric  rail- 
way man  needs — best  methodn 
— changes  in  practice  and 
theory — that's    Richey. 

See   your   copy    FREE 
Mail  just   this  coupon 


McGRAW-HILL    FREE    EXAMINATION    COUPON 


^  1 1  tMiiuiiitiiiiiiiiiuiiiiniHiiiiiiiiinuiimiiMiiiiiitiiiiiiiiiiiriiiiiiiiiiiiiiitiiiiiiiiimiiliiiiiliiiiiMiiMiniiiiiiiiiMiim^ 
£iiHniitinniiniiMiitiiiiniiirMitMUiinriniMiuin[[iniMniiniiininniniinniirMiniiiuiiniiniiiiriiitiiiiriiiiiiiitiiiriiinir;ttiiiiiiiitif^ 

Used  and  Surplus  J 
Equipment 


1  MrGraw-IIill  Douk  Co.,  Inc.,  370  Sevfiith  Ave,  New  York,  N.  Y.  | 

i  You    m«y    icnd    mc    on    10  clayj'    approval    HICHEV8    ELECTnlC    UAILWAY  = 

2  HANDBOOK,    $4.00    net.  I   asrce   to   pay   for   the   book   or   return    It    postpaid  5 
=  within  10  dart  of  receipt.  s 


i 


I    Addreu    

I     Offlclil  PoilUon  I 

I     Nam«  of   Company    | 

I  I'i.'.'i-'.i'-Vs    § 

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INDIVIDUAL  items  of  used 
equipment,  or  surplus  new  equip- 
ment, or  complete  plants,  are  dis- 
posed of  (and  found)  through  adver- 
tising in  the  Searchlight  Section  of  this 
paper. 

This  ia  the  section  which  so  rffrctively  .lidcfl  thf>  Onvcrninent  in 
selling  the  many  millions  of  dollars  worth  of  surplus  material  and 
equipment  accuniulated-duriiiK  the  war  without  disturbinp:  the 
marl<et. 


Imhi 


"Searchlight 


» 


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J 


:l/./V   .^,  1928  ELECTRIC  RAILWAY  JOURNAL  39 

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:^;rx. 


JOHNSON 

FARE 

COLLECTING 

SYSTEMS 


Johnson  Electric  Fare  Boxes  and  overhead  registers 
make  possible  the  instantaneous  registering  and  count- 
ing of  every  fare.  Revenues  are  increased  IJ  to  5% 
and  the  efficiency  of  one-man  operation  is  materially 
increased.     Over  4000  already  in  use. 

Wnen  more  than  two  coins  are  used  as  fare,  (he  Type  D 
Johnson  Fare  Box  is  the  best  manually  operated 
registration  system.     Over  50,000  in  use. 

Johnson  Change-Makers  are  designed  to  function  with 
odd  fare  and  metal  tickets  selling  at  fractional  rates 
It  is  possible  to  use  each  barrel  separately  or  in  groups 
to  meet  local  conditions.  Each  barrel  can  be  adjusted 
to  eject  from  one  to  five  coins  or  one  to  six  tickets. 


ELECTRICAL 
INSULATION 


MlcllliF    and    EMPIRE 

I'"       INSULATOR        V>  s      INSUL.TOO, 


Micanite  and  Super -Micanite 
Sheets,  Commutator  Segments,  and 
Commutator  Rings 

Micanite  Tubes  and  Washers 

Linotape,  Seamless  or  Sewn  Bias 
(Yellow  or  Black  Varnished  Tapes) 

Empire  Oiled  Cloths  and  Papers 

{Yellow  or  Black)  | 

Compounds,  Varnishes.  Etc.  I 

Send  for   catalog  and  helpful  booklet   on   Commutator 
Insulation  and  Assembly 

MICA  INSULATOR  COMPANY 

Largest  manufacturers  in  the  world  of  mica  Insulation. 
EttablUked   1893. 

New  York:  200  Varick  St.      Chicago:  542  So.  Dearborn  St. 

1=      i                     Cleveland                        Pittsburgh                      Cincinnati 
Johnson  Fare  Box  Co.                              i      i         San  Francisco                   Toronto                  Los  Angeles                  Seattle 
=       =                               Works:  jcnenectaay.  New    rori?.          London,  t,nglana  _ 

.  I  iS  : n 

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PANTASOTE 

TRADE  MARK 

— the  car  curtain  and  upholstery  material  that 
pays  back  its  cost  by  many  added  years  of 
service.  Since  1897  there  has  been  no  substitute 
for  Pantasote. 

AGASOTE 

TRADE  MARK 

— the  only  panel  board  made  in  one  piece.  It  is 
homogeneous  and  waterproof.  Will  not  separate, 
warp  or  blister. 


Standard 

for  electric  railway  cars 

and  motor  buses 


Samples  and  full 
information  gladly 
furnished. 


The  PANTASOTE  COMPANY,  Inc. 

250  Park  Avenue,  NEW  YORK 


Complete  satisfaction 

Operating  perfectly  and  requiring 
minimum  attention  for  maintenance 
and  lubrication,  Earll  Catchers  and 
Retrievers  give  genuinely  satisfactory 
results.  Their  refinement  of  design, 
and  mechanical  superiority  are  sum- 
marized in  the  following  five  features, 
peculiar  to  Earll  construction. 

No-wear  Check  Pawl 

Free- Winding  Tension  Spring 

Ratchet  Wind 

Emergency  Release 

Perfect   Automatic  Lubrication 

Earll  Catchers  and  Retrievers 
C.  I.  EARLL,  York,  Pa. 

Canadian    Aoent$: 

Railway  &  Power  Enstneerlns  Corp.,  Ltd.,  Toronto,  Oct. 

/n  All  Other  Foreign  Countriet: 

International  General  Electric  Co.,  Schenectady,  N.  T. 


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40 


ELECTRIC  RAILWAY  JOURNAL 


May  5,  1928 


a±xK«eriijsS  !Kirtgir\^  hirm 


-^i;a^^yJjStf"'"^>'^^^-*>^ai;^ 


Jfor^  Bacon  $.  Mm 

incorporated 


£n9mccr0 


115  Broadway,  New  York 
PHILADELPHIA  CUICAtiO  SAN  FRANCISCO 


STONE  &  WEBSTER 

incorporated 

Design  and  Construction 

Examinations     Reports     Appraisals 

Industrial  and  Public  Service  Properties 

warn  TORS  BOSTON  cmcAoo 


Sanderson  &  Porter 

ENGINEERS 
PUBLIC  UTILITIES  &  INDUSTRIALS 

DMln  Cooatmctlon  Mansrement 

RxuninaUoDi  Reports  Taluatloni 


CHICAGO 


NEW  YORK 


SAN  FRANCISCO 


ALBERT  S.  RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER.    MASSACHUSETTS 

lUPORTS-  APP:1AISALS  -  RATES  -  OPERATION  -  SIRVICB 


A.  L.  DRUM  &  COMPANY 

Conmultin^  and  ConMtrueting  Engint9r» 

VALUATION  AND  FINANCIAL  REPORTS 

RATE  STUDIES  FOR   PRESENTATION   TO  PUBLIC   SERVICE 

COMMISSIONS 

CONSTRUCTION  AND  MANAGEMENT  OF 

ELECTRIC  RAILWAYS 

230  South  Clark  Street,  Chicago,  III. 


0.  B.  BUCHANAN 
PrMldent 


W.  H.  PRICE.  tK. 

See'r-Treaa. 


JOHN  r.  LAYNO 
Vice-Presldxnt 


BUCHANAN  &  LAYNG  CORPORATION 

Engineering  and  Management,  Construction 

Financial  Reports,  Traffic  Surveys 

and  Equipment  Maintenance 

BALTIMORE 

1004  Citizens  National 

Bank  Bids. 


Phone : 
Hanover:  2142 


NEW  YORK 

49  Wall  Street 


HEMPHILL  &  WELLS 

CONSULTING  ENGINEERS 

Gardner  F.  Wells  Albert  W.  Hemphill 

APPRAISALS 

INVESTIGATIONS  COVERING 

Reorganization        Management        Operation       Construction 

43  Cedar  Street,  New  York  City 


E.  H.  FAILE  &  CO. 

Designers  of 
Garages —  Service  Buildings —  Terminals 

441  LXXniOTON  AT«.  NEW  TOBK 


The  J.  G.  White 
Engineering  Corporation 

Engineers — Constructors 

Oil  Reflnerlea  and  Pipe  Lines,  Steam  and  Water  Power  Plants.  Transmission 
Systems,  Hotels,  Apartments.  Office  and  Industrial  Buildings.  Railroads. 

43  Exchanse  Place  New  York 


WALTER  JACKSON 

Consultant  on  Fares  and  Motor  Buses 

The   Weekly  and  Sunday  Pass — Differential 

Fares — Ride    Selling 

Holbrook  Hall  5-W-3 

160  Gramatan   Ave.,  Mt.  Vernon,  N.  Y. 


J.  ROWLAND  BIBBINS 

Engineer — 2301  Connecticut  Ave.,  N.W.,  Washington,  D.  C. 

TRANSPORTATION  SURVEYS 
Organi7:ed    Traffic    Relief    and    Transit    Development 
Co-ordinating    Motor    Transport,    Railroad    and    City 
Plans,  Service,  Routing,  Valuation,  Economic  Studies 

EXPERIENCE  IN  20  CITIES 


Engelhardt  W.  Holst 

Consulting  Engineers 

Appraisals  Reports  Rates  Service  Investiratlon 

Studies  on   Financial   and   Physical   Rehabilitation 

Reorganization     Operation     Manag'ement 

683  Atlantic  Ave,,  BOSTON,  MASS. 


DAY  &  ZIMMERMANN.  Inc. 

ENGINEERS 

Design    -  Construction    -    Reports 

Valuations   -  Management 

PHILADELPHIA 


NEW  YORK 


CHICAOO 


STEVENS  &  WOOD 

incorporated 

ENGINEERS  AND  CONSTRUCTORS 

l.'O  BROADWAY,  NEW  YORK 


ENOINEERINQ 
CON8TRDCTION 


YOUNOSTOWN.  O. 
CHICAGO.  ILL. 


riNANCING 
HANAOEMBNT 


KELKER,  DeLEUW  &  GO. 

CONSULTING  ENGINEERS 

REPORTS  ON 

OperatiDK  Problerai  Valuations  Traffic  Surreys 

111  W.  Wa«hington  Street,  Chicago,  111. 


MCCLELLAN  &  JUNKERSFELD 

Incorporated 

ENGINEERING  AND  CONSTRUCTION 

Elzaminations — Reports — Valuations 

Transportation  Problems — Pov»er  Developments 

68  Trinity  Place,  New  York 

Chicago  St.  Louia 


May  5,  1928 


ELECTRIC  RAILWAY  JOURNAL 


41 


iiiniiiiiitiiiiitiiiniiiniiuiiiMiiniiniiiHiiHiiniiiHiitMiiiiiiniHMiMiiiiniiniiiMiniiinMiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiniiMiiiuMiMiniiiiMiiiiiniiiHiiniiiMiniiniiiiMitM 


THE  BABCOCK  &  WILCOX  COMPANY 


85  Liberty  Street,  New  York 

Makers  of  Steam  Superheaters 
since  1898  and  of  Chain  Grate 
Stokers    since     1893 


Builders  since  1868  of 
Water  Tube  Boilers 
of  continuing  reliability' 

BRANCH  OFFICES 
Atlanta,  Candler  Building 
Boston,  80  Federal  Street 
Chicago,  Marquette  Building 
Cincinnati,  Traction  Building 
Clkvkland,  Guardian  Building 
DAL.LA8,  Texas,  Magnolia  Building 
Denver,  444  Seventeenth  Street 
Detroit,  Ford  Building 
HonsTON,  Texas,  Electric  Building 
Los  Anqbles,  Central  Building 
New  Orleans,  344  Camp  Street 

iluiiilmiiiiiuiiiuiiimiimmiiiiiiiniiiiiimiiiiMmiiiiiiiiiiniiiiiimiiMiniiiiiiiiiiiiniiniiiiiiniiiniiniillilHiiiiiiiliiimillHliiiiitiiHiiiiiiiiiimiiiilmiiiiiiiniin    niiiiMiiriiiiMiriiiiMuiiniiiitMiiriiniiilliiiliniiiniiniiiriiiriiiiiiiiiiitilltllliillilinillillllllllu 

1      :niiiiiiiiiiiiimiiiiiuiiiiiimiriiiiniiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiii«& 


WORKS 
Bk^onne,  N.  J. 
B&rberton.  Ohio 


BRANCH  OFFICES 

Philadblphla,  Packard  Building 
Phoenix,  Ariz.,  Heard  Building 
Pittsburgh,  Farmers  Deposit  Bank  Building 
Portland,  Ore.,  Failing  Building 
Salt  Lakb  City,  Kearns  Building 
San  Francisco,  Sheldon  Building 
Seattlb,  L.  C.  Smith  Building 
Honolulu,  T.  H.,  Castle  &  Cooke  Building 
Havana,  Cuba,  Calie  de  Aguiar  104 
San  Juan,  Porto  Rico,  Royal  Bank  Building 


THE    BEELER  ORGANIZATION        fi-SK  Car  Heating  and  Ventilating 


Transportation,  Traffic,  Operating  Surveys 

Better  Service — Financial  Reports 

Appraisals — Management 

52  Vanderbilt  Ave.  New  York 


TRAFFIC  CONSULTANT 

Freight  Rate,  Tariff  and  Traffic  Analyses; 

Advisory  Freight  TraflQc  Assistance 

on  Special  or  Monthly  Basis: 

Preparation  of  Cases  before  Interstate  Commerce 

Commission  and  State  Commissions. 

HALSEY  McGOVERN 

Mills  Bldg.,  17th  and  Pa.  Ave.,  Washington,  D.  C. 


When  writine  the  advertiser  for  Information  or 

prices,  a  mention  of  the  Electric  Railway 

Journal  would  be  appreciated. 


THE  P. 

so  Church  St. 
NEW  YORK 


EDWARD  WISH  SERVICE 

Street  Railway  Inspection  131   State  St. 


DETECTIVES 


BOSTON 


i.%iiiimimliltiiiiiiiiHiitiiiiiii 


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CREOSOTED 


J 


nilllllllllltllHIIIIIimilltMIIIIIIIIIIIMIIIIi 


Rai/road  Cross-lies;  Switch-lies;  Bridge  Tim-  | 

bers;  Construclion  Timbers;  Mine  Timbers;  = 

Lumber;  Piling;  Poles;  Posts  and  other  | 

Forest   Products  = 

FPrettuman,  6,  Sons  I 

Wood   Pieyeivinp    Plant-  i 

Chailej-ton ,    5.  C. 


iiihiiitiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiitiiiiiiiiiiHiiiriiiiiiiiiiiiiiift 


HiiMmiiiiMnMiiiiiimiimimiiiiimnmniinnmiiiiMiitiiiiMiiNiiiiiitintiiiiiiiiMniiiiMniiiiMHiniiMimimiiiinMitiiniiniiiiMiirn 

I  WHAT     HAVE     YOU    f 


IFOR  SALE 
I  F  O  R  RENT 
i    FOR  EXCHANGE 


Up-to-date  buyers  Id 
this  industry  watch 
the  Second  •  Hand 
Equipment  pares  of 
this    paper. 


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s^iiiiiiHiiiiiiiiniiunniiuiinMHiiuiiiiiinMiiiiiMiiniiniiiiMiiiiiniiniiiniiiiiiiiiiiiiMiiiiiniiiniiiiiiniiiuiiiMiniiiiiiiiu^ 


HASKELITE  RO 


Haskelite  Manufacturing  Corporation, 
1.<t.1  lTr>t  Wanhlnctnn  Street.  ChleaiEo 


PLYMETLSIDEPANELS 


aniiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiitiiiiiiiiiiiniiiiiiiiiimiiiiiimimiiiiiimiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiriiiir;: 


PS 


|5 

I  %lllllllllllll\'^ 


— are    no    longer    operating    problems.      We    can    show    you  = 

how  to  take  care  of  both  with  one   equipment.      The  Peter  s 

Smith    Forced    Ventilation    Hot    Air    Heater    will    save,    in  5 

addition,    40%    to   60%    of  the  cost  of  any  other  car  heat-  1 

Ing    and    ventilating    system.      Write    for   details.  3 

The  Peter  Smith  Heater  Company        i 
6209  Hamilton  Ave.,  Detroit,  Mich.  | 

^uliiiiiiiiiuiiiimiMiiMnmiiHiMiiMiiiniiiniMii'inMitiMnmirmMiiiiiiiiiiiiMiiiiiMiiitiirmriiiiiiimnnimiiiiiiiiiiiiimMm^^^^ 
jiiimiiiiiiiiiiniiiuiitiiiiiiitiiiiiiiiiuiiiiiiiiiiiiniiiiiiiiriiiiiiiiiiiitiiiiiiiiiiinii(iiiiiiiniiiijjiiiiiij|iiuiiiiini|iiiiHiiiiiiiiiiinmiiiiiHic 

NACHOD  &  UNITED  STATES  I 

SIGNAL  CO,  INC 

LOUISVILui.KY. 

BLOCK  SIGNALS 

FOR 

ELECTRIC  RAILWAYS 
HIGHWAY  CROSSING  SIGNALS 

^iiiiMiiiiiiMiniiiiiiiiiiiiiiiiiiiMiiiiitiiiiiiiiiiiiiiiiiiiiniiitiiniiiiiiiiriiiiiinMiiiiiuiiiuiniiiiiMiiinMiiMiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiir 
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RAIL  JOINTS 


DVNAMOTORS 
WELDING  ROD 

UNA  Welding  &  Bonding  Co. 

Cleveland.  Ohio. 


•^iiiiHiiiiiiiiiiiiimiiiiiiiiimiitiiiiiimimiimimiiiiimiiMHiimiiiiiiiiiiimimimiiiiiinnnimimiiMimniiimiiiniiiiiiin 

giiniMiiriniMniiiiiiiiniihiiMiiiniiiiniiiiiiiitiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiitiiriiiriiiiiiiiriiiiiitiiiiiiiitiiiiiiiiiiiiiiiiiitiiiNiitiiniMiiiiii^ 

f  r*r\l  rv  CAR  HEATING  a:  LIGHTING  CO.  | 
I     VjWJLly  220  36th  St.,  Brooklyn,  N.  Y.  | 

E  r^T   fA^T*!^  T^^      ¥  ¥1^  A  TT^f^  f  iVITH     OPEN      CUlL     Uh  S 

I  ELECTRIC  HEATERS  enclosed  elements  | 
I  THERMOSTAT  CONTROLS-VENTILATORS  | 
I  WRITE  FOR  NEW  CATALOGUE  | 

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SIIIIIIIINIIItlllllllMIIIIIIIIIIIIIIIHIIIIIItllllllinilltlllllllllllllllllllllllllllllllllllllimilllllllllUIIIIIKtllllllllllllllllllllllllltUUIHIUUIIIK 


International 
Registers 

Made  io  sinele  and  double 
typci  to  meet  requirement* 
of  service.  For  hand  or  foot, 
mechanical  or  electric  opera- 
tion. Counters,  car  fittings, 
conductors'    punches. 


Doubl*  Recistor 
Ijpm   R-11 


The  International  Register  Co. 

1)  South  Throop  Street,  Chicago,  Illinou 


iimiiHHiiimiiiiiiiiiiiiiimiiiiiviiiiiii 


42 


ELECTRIC  RAILWAY  JOURNAL 


Mav  5.  1928 


^iiiiiii iiiiiiiiiiiiiiiimiiiiiiiiiiiiiiruiiiiimiiimiiii i m m i iiiiiiiiiiiiim riiiimiiiiiiiiiiiimi iiiii:      ^i uiiiii iMmiiii imiiiiiiiiiiiiiiJiiiiiiiiiiiiiiiiiiimiim iiiii iiiniiiiiiiiiiiii i iiiiiiiiiiiiiiiii| 


COLUMBIA 


I   Railway  Supplies  and  Equipment 


Machine  and 
Sheet  Metal  Work 

Forgings 

Special  Machinery 

and    Patterns 


Grey  Iron  and 
Brass  Castings 

Armature  and 
Field  Coils. 


The  Columbia   Machine  Works  and  M.  I.  Co. 
265   Chestnut   St.,   corner   Atlantic  Av«., 
Brooklyn,   New   York 


nllliriirilllirMlllllllllllliiriilllllllililuiiiitliliiiiiiiiiiiiiiiiiitiiiiiiiiiiiriitiiiitiiniiitiiiiiiliiiiittlllllinilltliiitlliniiiiiiliililliniiiiniiin 
iiiiiiiiiiiiiiiiiitirriinHiiiiiiitMiiiiiiiriiiiMtiiiiiiiiiiiiiiiiiiniiitiiiiiiiiiiitiniiiiiiiiiiiiitiiniiiiMiitiiiiMiriiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiit^ 

I  The  DIFFERENTIAL  CAR  I 


Standard  on  | 

60  Railways  for  | 

Track  Maintenance  = 

Track  Construction  | 

Asb  Disposal  E 

Coal  Hauling  E 

Concrete  Materials  E 

Waste  Handling  | 

Excavated  Materials  E 

Hauling  Cross  Ties  E 

Snow  Disposal  E 

Use  These  Labor  Savers  = 

s                                                      Differential  Crane  Car  i 

1                                                         Clark   Concrete   Breaker  1 

1                                       Differential   3-way   Auto   Truck   Body  1 

I                                Differential    Car   Wheel   Truck   and    Tractor  | 

I         THE  DIFFERENTIAL  STEEL  CAR  CO.,  Findlay,  O.  | 

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^imillinMiHIIUIIHIMinillllilllUllllinilllllJIIUIilNIIIMMNillMIIHIIIinilllllllllMlirilllMllllllllllliniHIIIIIIiriiilllllMIIIIIHIHIIMIIIIl; 


Tisco  Manganese  Steel 
Special  Trackwork 


For 


Subway,  Elevated  and 
Surface  Lines 


WM.  WHARTON  JR.  8C  CO.,  Inc. 

EASTON,  PA. 

SALES  OFFICES 

Boiton  Chicago  El  Paso  Montreal  New  York 

Philadelphia         Pittsburgh         San  Francisco         Scranton 


Griffin  Wheel  Company 

410  North  Michigan  Ave. 
Chicago,  111. 


Griffin  Wheels 

with 

Chilled  Rims 

and 

Chilled  Back  of  Flanges 

For  Street  and  Interurban 

Railways 


= 

FOUNDRIES: 

i    Chicago 

Boston 

St.  Paul 

1    Detroit 

Kansas  City 

Los  Angeles 

=    Denver 

Council  Bluffs 

Tacoma 

1    Cleveland 

Salt  Lake  City 

Cincinnati 

-.iiMniriiimiitHiiHiiriiiMiirmiiMiiiMiiiiiiHimiiiiiiMiiifniiiiMiitniiniiiiiitiiiniiiiiitiiiitiiniiiiiiiiiiiiiiiiiiiiMiiiiiiin 
^iimiMiiitHMiinHiiriijiiiJiMiiiiNiiiiiiiiiiiMiiNiiiiiiiiiiiiiriiiiiiiMiiiiiiiMiMiiiNiiMiiiiiiiMiiiniiiiiiMiiniiMirmiiMiimin 

I   Lorain  Special  Trackwork  | 

I  Girder  Rails  ! 

=  E 

E  s 

I  Electrically  Welded  Joints  | 

i  THE  LORAIN  STEEL  COMPANY  I 


Johnstown,  Pa. 
Sales  Offices! 


1      Atlanta 


New  York 
Dallas 


_  Chicago                       Cleveland 

E  Piladelphia                      Pittsburgh 

i  Pacific    Coast    Representative :                                          | 

i  United  States  Steel  Products  Company                                 | 

S  Los  Angeles                  Portland                   San  Francisco                  Seattle     i 

=  Export  Representative :  i 

I  United  States  Steel   Products   Company,   New  York,   N.  Y.  | 

niinimiinmiiMiiiiiiiiiinMiiiMiMiiiMiimiiMiiMiiMiiMiiMiimirHiiMiiiiiiHimiriiiiriiiiinriiimiimiimiiMiriiiiiMiMiiiin^ 

umiiHiitiiuiiiiitiiiiiiiiiiiiiiifiiiniiiiiiiitiiiniiiiiMiiittiiiiiiiMiitiiriiiiniiiiiiiMiiiiiiniHiimiiiiniiniiMiiiiiMiiiiuiiiuu 


I  i        Kalamazoo  Trolley  Wheels 


iininiiriiirmiiniiiiiiitiiiiiiniiiiiiiiimmiiiiiiiiiiiiiniriniiniiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiitriiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiitiiiiiiiiin 


In     li 


The  value  of  Kalamazoo  Trolley 
Wheels  and  Harps  has  been 
demonstrated  by  large  and  small 
electric  railway  systems  for  a 
period  of  thirty  years.  Being 
exclusive  manufacturers,  with 
no  other  lines  to  maintain,  it  is 
through  the  high  quality  of  our 
product  that  we  merit  the  large 
patronage  we  now  enjoy.  With 
the  assurance  that  you  pay  no 
premium  for  quality  we  will 
appreciate  your  inquiries^  i 

THE  STAR  BRASS  WORKS  f 

KALAMAZOO,  MICH.,  U.  S.  A.  | 

iniiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriuriiiiiiiiiiiiitiiniiiiiiii 


Mav  5.  1928 


ELECTRIC  RAILWAY  JOURNAL 


43 


Searchlight 


USED  EQUIPMENT  CS,  NEW— BUSINESS  OPPORTUNITIES 


IJM>1SPI4A*YKD~RATB  r£R  WORD ; 

t*o*itumM  Wanted.  4  eenu  a  word,  mlnimimi 
T!)  centa  an  insertion,  payable   in  advance. 

PofiUung  Vacant  and  all  other  classlflrations, 
8  twiis  a  word,   mlmmum  charge  $2.00. 

FrffpotmtK,  40  centa  a  line  an  injwrlion. 


INFORMATION; 

iJtJ  Sninberti  in  care  of  any  of  our  uftlc&s 
count   10  words  addltJoiial  in  unrltsplayed  ads. 

DUeotint  of  10%  if  one  payment  is  made  in 
advance  for  four  consecifllvo  insertions  of 
undUplayed  ads    (not  including   pr(n>'»als). 


msI'LAYKIi—KATK  PER  INCH: 

I    ti-      ;;    inches i^.^tO    an    iiicli 

■1    to      7   itichrp 4.  "JO    nil   inch 

s    tij    II    ;nfhc3 4,10    aa   inch 

Kilc^  for  i:n  L'.'i  -i ,:  i  yc.ulv  rates,  on  reoucst. 

,1/;.    (P/fifri  ■  .leasmed  vertically    on 

<:nv  ooiif..  ;!(i  Inchea-r-'-lt.i  11  paKC. 


POSITIONS  WANTED 


Make  your  used  equip- 
ment help  cut  the  cost 
of  replacements! 


4£  Used  Railway  Equipment — cars,  rails, 
poles,  appliances,  road  building  equip- 
ment, etc. — that  you  consider  of  no 
further  value  in  your  service,  may  just 
fit  the  need  and  purpose  of  some  other 
organization  in  the  field  of  electric  rail- 
way operation. 

^There's  always  a  market  for  used  rail- 
way equipment  somewhere.  Don't  make 
the  mistake  of  junking  equipment  that 
5'ou  consider  of  no  value,  when  there's 
a  possibility  of  turning  it  into  cash  to  be 
applied  against  the  cost  of  replacements 
— that's  not  good  business.  Send  us  a 
list  of  the  equipment  you  wish  to  dis- 
pose of  to  be  advertised  here.  Over 
6,000  executives  and  officials  in  the 
electric  railway  field  watch  the  Search- 
light Section  for  opportunities  to  pur- 
chase used  equipment. 


Advertise  it  in  the — 

SEARCHLIGHT    SECTION 


EQUIPMENT  superintendent,  experienced 
and  successful  .on  maintenance  of  electric 
car  and  bus  equipment,  desires  to  change, 
can  get  you  the  desired  results :  refer- 
ences. PW-106,  Electric  Railway  Journal, 
7   South  Dearborn  St.,  Chicago,  111. 

I  CAN  manage  your  .street  railway  prop- 
erty regardless  of  location,  .size  or  local 
(lifflculties.  PW-108,  Electric  Railway 
Journal,  Tenth  Ave.  at  3(Uh  St.,  New 
York. 

Sl'PERlNTENDENT  transportation,  broad 
experience;  proven  succes.sful  record, 
street  railways  and  bus  transportation  : 
available  short  notice  ;  high  grade  ref- 
erences. PVV-IOI),  Electric  Railway  Jour- 
nal, Tenth  Ave.  at  36th  St.,  New  York. 

WANTED — Position  as  manager,  general 
superintendent  or  M.  M.  of  electric 
railways.  Can  qualify  in  every  way. 
PW-99,  Electric  Railway  Journal, 
Guardian  Bldg.,  Cleveland,  Ohio. 

WANTED — Position  with  a  supply  com- 
pany by  a  man  who  has  been  introduc- 
ing and  selling  railway  devices  for  the 
past  fifteen  years  ;  knows  every  railway 
official  in  the  country ;  an  interview 
solicited.  Fred  W.  Roth,  225-03 — 137th 
Avenue,  Laurelton,  Long  Island,  New 
York. 


FOR  SALE 

MOTORS 

130  Westingrhouse.  Type  514-C. 
Pine  condition.    Low  price. 

ELECTRIC  EQUIPMENT  CO. 

Commonwealth    Bldg.,    Philadelpliia.    Pa. 


I  EXCEPTIONAL    OFFERING! 

I  16  Modern,  Light- Weight,  Steel,  Center 

I  Entrance,  Trailer  Cars.   Virtually  new  ! 

I  FS-107,  Electric  Railway  Journal 

i  Guardian  Bldg-.,  Cleveland,  Ohio 


Why  Save  It? 

Equipment  you  have  replaced,  or 
for  which  you  have  no  further  use 
can  probably  be  sold  at  a  good 
price  now.  Later  it  may  not  be 
worth   as   much. 


Weed  out  equipment  and  let 

"Searchlight"  Ad 

help  you  sell  it  promptly 


44 


ELECTRIC  RAILWAY  JOURNAL 


May  5,  1928 


WHAT  AND  WHERE  TO  BUY 

EquipmentT  Apparatus  and   Supplies   Used   by  the  Electric   Railway   Industry 

with    Names    of    Manufacturers    and    Distributors    Advertising    in    this    Issue 

This  index  is  published  as  a  convenience  to  the  reader.     Every  care  is  taken  to  make  it 
accuraln.  but  Electric  Raihvay  Journal  assumes  no  responsibility  for  errors  or  omissions. 


Advertising,  Street  Car 

Collier.  Inc.,  Barron  G. 
Air  Bralces 

General  Electric  Cc . 

Westinghouse  Air  Brake  Co. 
Anchors,  Gay 

Elec.   Service  Supplies  Co. 

General    Electric   Co. 

Ohio   Brass   Co. 

West'jisrhouse  E.  &  M.  Co. 
Arraature  Shop  Tools 

Colurabi  a     M  acbine     Works 

Elec.   Service   Supplies  Co. 
Automatic    Return   Switch 
Stands 

Ramapo  Ajax  Corp. 
Automatic  Safety  Switch 
Stands 

Ramapo   Ajax  Corp. 
Axles 

Bemis  Car  Truck  Co. 

Bethlehem  Steel  Co. 

Brill  Co..   The  J.   G. 

Carnegie  Steel  Co. 

rincinnati  Ca.-  Co. 
Illinois   Steel   Co. 

Standard   Steei    Works   Co. 

Westinghouse  E    &  M.  Co. 
Babbitt  Metal 

Natidiial  Bearings  Metal 

Corp. 
Babbitting   Devires 

Columbia    Machine    Works 
Badges  and  Buttons 

Elec.   Service   Supplies  Co. 

International    Register   Co. 

nstterles.  Dry 
Nichols-Lin  tern    Co. 

Bearings,  Ball 

S.  K.  F.  Industries.  Inc. 

Bearings  and  Bearing  Metals 

Bemis  Car  Truck  Co. 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Columbia    Machine    Works 
National  Bearings  Metal 
Corp. 
Westinghouse  E.  &  M.  Co. 

Bearings,    Center    and    Roller 
Side 

Columbia    Machine    Works 
Stuck!  Co..  A. 

BearinKs,  Roller  &  Ball 

S.  K.   F.  Industries.   Inc. 

Bells    and    Buzzers 
Consolidated    Car    Heating 
Co. 

Bells   and   Gongs 

Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Columbia    Machine    Works 
Elec.  Service  Supplies  Co. 

Benders,  Rati 

Railway  Track-work  Co. 

Bodies,  Bus 

Brill  Co..  The  J.  G. 
Cummings  Car  &  Coach  Co. 
Body  Material,  Haskellte  and 
Plymetl 
Haskelite  Mfg.  Corp. 
Rollers 

Babcock  &  Wilcox  Co. 
Boiler  Tubes 

National  Tube  Co. 
Bolts  ft  Nuts,  Track 
Illinois  Steel  Co. 
Bond    Testers 
American  Steel  &  Wire  Co. 
Electric  Service  Supplies  Co. 

Bonding  Apparatus 
Amer.  Steel  &  Wire  Co. 
Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 
Railway    Track-work     Co. 
Una  Welding  &  Bonding  Co. 

Bonds,  Rati 

Amer.  Steel  &  Wire  Co. 
Elec.  Service  Supplies  Co- 
General  Electric  Co. 
Ohio   Brass   Co. 
Railway   Track-work   Co. 
Una  Welding  &  Bonding  Co. 
Westinghouse  E.  &  M.  Co. 

Book  Publishers 

McGraw-Hill   Book   Co. 

Brackets    and    Cross    Arms 
(See    also    Poles,    Ties, 
Posts,   etr.) 
Columbia  Machine  Works 
Elec.   Ry.  Equipment  Co.      ' 


Elec.  Service  Supplim  Co. 
General   Electric   Co. 
Ohio  Brass  Co. 
.Irake  .Adjusters 
Brill   Co..   The  J.    G. 
Cincinnati    Car   Co. 
National  Ry.  Appliance  Co. 
Westinghouse  Tr.  Br.  Co. 

Drake   Shoes 

Bemis  Car  Truck  Co. 
Brill   Co.,   The  J.    G. 
Wheel   Truing  Brake  Shoe 
Co. 

Brakes,    Brake    Systems    and 
Brake  Parts 
Bemis  Car  Truck  Co. 
Brill  Co..   The   J.   G. 
Cincinnati    Car   Co. 
Columbia  Machine  Works 
General   Electric  Co. 
National    Brake    Co. 
Westinghouse   Tr.    Br.    Co. 

Brakes,   Magnetic    Rail 

Cincirmati  Car  Co. 

Brushes,  Carbon 

General   Electric  Co. 
Westinghouse  E.  &  M.  Co. 
Rrnsbbolders 

Columbia    Machine    Works 
General  Electric  Co. 

Bnlkheadn 
Haskelite  Mfg.   Corp. 

Buses 

Cummings  Car  &  Coach  Co. 
General    Electric   Co. 
International    Harvester   Co. 
Reo   Motor  Car  Co. 
Twin  Coach  Corp. 
Versare  Corp. 
BuHhlngs,    Case    Hardened    St 

Manganese 
Brill  Co..  The  J.  G. 
Bemis  Car  Truck  Co. 
('inclnnati  Car  Co. 
Columbia   Machine    Works 
Cables.      <See   Wires  and 

Cables) 
Cambric    Tapes,    Yellow    and 

Black   Varnish 
General    Electric   Co. 
Trvington   Varninh  &  Ins.  Co. 
Mica  Insulator  Co. 

Carbon    Brufihes     (See 
Itrutilies,  Carbon) 

Car  Lighting  Fixtures 

Elec.   Service  Supplies  Co. 
Car    Panel    Safety    Switches 
Ponscilidated   Car   Heat.   Co. 
WestlnghoBse  E.  &  M.  Co. 

Car  Steps,  Safety 

Cincinnat:    Car   Co. 
Irving  Iron  Works 

Car  liYlieels,  Rolled  Steel 

Bethlehe.m  Steel  Co. 
Cars,  Dump 
Brill   Co..   The  J.  G. 
Differential    Steel    Car    Co.. 
Inc. 

Cars,    Gas-Electrle 
Brill  Co..  The  J.  G. 
General    Electric  Co. 
Westinghouse  E.  &  H.  Co. 

Cars,  Gas,  Rail 
Brill  Co.,  The  J.  G. 

Cars,  Passenger,  Freight, 
KxpresH,   etc. 

Amer.  Car  Co. 
Brill  Co.,  The  J.  G. 
Cincinnati  Car  Co. 
Cummings  Car  &  Coach  Co. 
KuhJman   Car   Co..    G.   C. 
Wason  Mfg.  Co. 

Cars,  Second  Band 
Electric  Equipment  Co. 

Cars.  Self- Propelled 
Brill  Co..  The  J.  G. 

Castings,   Brass   Composition 
or   Copper 

Cincinnati  Car  Co. 
Columbia    Machine    Works 
National  Bearings  Metal 
Corp. 

Castings,   Gray   Iron   and 
Steel 
Bemis    Car    Truck    Co, 
Columbia    Machine    Works 
Standard  Steel    Works   Co. 

Castings,   Malleable   8i   Brass 
Bemis  Car  Truck  Co. 
Columbia  Machine   Works 


Catchers  and   Retrievers, 

Trolley 

Earll.  C.  F, 

Elec.   Service  Supplies,  Co. 

Ohio  Brass  Co. 
Ceiling  Car 

Haskelite    Mfg.    Corp. 

Pantasote  Co..  Inc. 
Ceilings,    Plywood,    Panels 

Haskelite  Mfg.   Corp. 
Change    Carriers 

Cleveland   Fare  Box  Co. 

Electric  Service  Supplies  Co. 
Change  Trays 

Cincinnati  Car  Co. 
Circuit-Breakers 

Gener-t]    Electric   Co. 

Westinghouse  E.  &  M.  Co. 
Clamps    and    Connectors    for 
Wires   and   Cables 

Columbia    Machine    Works 

Elec.   Ry.   Equipment   Co. 

Elec.   Servioe   Supplies  Co- 

Ohio   Bras';  To. 

Westinghouse  E.  &  M.  Co. 

Cleaners  and  Scrapers.  Track 

(See   also   Snnw-Plou'H, 

Sweepers  and   BrooniH) 

Brill   Co..   The  J.   G. 

Cincinnati  Car  Co. 
Coal  and  Ash   Handllne    (See 
Conveying   and    Hoisting 
Machinery) 
Coil  Banding  and  Wlndlns 
Machines 

Columbia    Machine    Works 

Elec.   Service   Supplies  Co. 

Westinghouse  E.  &  M.  Co. 
Coils,  Armature  and  Field 

Columbia    Machine    Wotkc 

General    Klectric  Co. 

Westinghouse  E.  &  M.  Cu. 
Colls.  Choke  and  Kicking 

Elec.   Service   Supplies   Co. 

General    Electric   Co. 

WestlnghouBO  E.  &  M.  Co. 
Coin    Counting    Machines 

Cleveland  Fare  Box  Co. 

International    Register   Co. 

Johnson   Fare   Box  Co. 
Coin   Changers 

Johnson  Fare  Box  Co. 
Coin   Sorting  Machines 

Cleveland   Fare   Box  Co. 

Johnson   Fare   Box  Co. 
Coin   Wrappers 

Cleveland  Fare  Box  Co. 
Commutator    Slottert 

Columbia    Machine    Works 

Elec.   Service   Supplies   Co. 

Westinghouse  E.  &  M.  Co. 
Commutators   or   Parts 
Columbia  Machine  Works 

General    Electric   Co. 

Westinghouse  E.  &  M.  Co. 
Compressors,   Air 

General    Electric  Co. 

Westinghouse  Tr.  Br.  Co. 
Condensers 

Westinghouse  E.  &  M.  Co. 
Condenser   Papers 

Irvington   Varnish  &  Ins.  Co. 
Conne  tors,  Solderless 

Westinghouse  E.  &  M.  Co. 
Connectors,  Trailer  Car 

Columbia    Machine    Works 

Consolidated   Car   Heat-    Co 

Elec,  Service  Supplies  Co. 

Ohio  Brass  Co. 
Controllers  or  Farts 

Columbia    Machine    Works 

General    Electric  Co. 

Westinghouse  E.  &  M.  Co. 

Controller  Regulators 

Elec.  Service  Supplies  Co. 
Controlling  Systems 

Genera!   Electric   Co. 

Westinghouse  E.  &  M.  Co. 
Convert  ers.    Rotary 

General    Electric  Co. 

Westinghouse  B.  &  M.  Co. 

Copper    Wire 

>\merican    Brass   Co. 
American  Steol   &   Wire  Co. 
Anaconda  Copper  Mining 
Co. 

Copper  Wire  Instruments, 
Measuring,  Testing  and 
Recording 

American    Brasf*    Oo..    The 
American   Steel   &   Wire  Co. 
Anaconda  Copper  Mining 
Co. 


Cord,  Bell,  Trolley,  Register, 

etc. 
American  Steel  &  Wire  Co. 
Brill  Co..  The  J.  G. 
Elec.   Service   Supplies  Co. 
International    Register   Co. 
Roebling's  Sons   Co.,  John 

A. 

Cord   Connectors  and 
Couplers 
Elec.  Service  Supplies  Co. 

Couplers,  Car 
Brill  Co..  The  J.  G. 
Cincinnati    Car   Co. 
Ohio    Brass   Co. 
Westinghouse   Tr.    Br.   Co. 

Cowl    Ventilators 
Nichols-Linlern  Co. 

Cranes,   Hoists   and    T.lfts 

Electric  Service  Supplies  Co. 

Cross    Arms     (See    Brackets) 

Crossings 
Ramapo  Ajax  Corp. 
Wm.  Wharton.  Jr.   &  Co. 

Crossing   Foundations 

Jnternational    Steel    Tie    Co. 

Crossings,  Frog  and  Switch 

Ramapo  Ajax  Corp. 
Wm.  Wharton.  Jr.  &  Co. 

Crossings,   Manganese 

Bethlehem  Steel  Co. 
Ramapo  Ajax  Corp. 
Wm.    Wharton.    Jr.    &.   Co. 

Crossing  Signals.  (See  Signal 
J  Systems,  Highway  Cross- 
I       Ing) 

Crossings,  Track  (See  Track* 
Special  Work) 

Crossings,  Trolley 

General   Electric   Co. 
Ohio  Brass  Co. 
Westinghouse  E.  &  M.  Co. 

Curtains   &  Curtain  Fixtures 

Brill  Co..  The  J.  G. 
Pantasote  Co..  Inc. 

Cutting    Apparatus 
General    Electric   Co. 
Railway   Track    Work    Co. 

Dealer's  Machinery  &  Second 
Hand  Equipment 

Elec.  Equipment  Co. 

Derailing   Switches 

Ramapo  Ajax  Corp. 

Destination   Signs 

Columbia   Machine   Works 
Elec.  Service  Supplies  Co. 

Detective    Service 

Wish    Service.    Edward    P. 

Door    Operating    Devices 

Brill   Co.,   The  J.   G. 
Cincinnati  Car  Co. 
Consolidated  Car  Heat.   Co 
National    Pneumatic    Co. 

Doors  and  Door  Fixtures 

Brill  Co..  The  J,  G. 
Cincinnati  Car  Co. 
Hale-Kilburn  Co. 

Doors,   Folding  Testlbule 

National  Pneumatic  Co. 

Drills,  Track 

Amer.  Steel   &  Wire  Co. 

Elec.  Service  Supplies  Co. 

Ohio  Brass  Co- 
Dryers,  Sand 

Elec.  Service  Supplies  Co. 

Ohio    Brass  Co. 

WeBtlnghoase  E.  &  M.  Co. 

Ears 

Columbia  Machine   Works 
Elec.  Service  Supplies  Co. 
General   Electric   Co. 
Ohio   Brass   Co. 
Westinghouse  E.  &  M.  Co. 
Electric    Grinders 
Railway   Track-work    Co. 

Electrical   Wires   and    Cablei 
Amer.  Steel   &  Wire  Co. 
Johnk,A..  Roebling's  Sons  Co. 

Electrodes,  Carbon 
Railway   Track-work   Co. 
Una  Welding  &  Bonding  Co. 

Electrodes,  Steel 

Railway  Track-work  Co. 
Una  Welding  &  Bonding  Co. 


Engineers,     Consulting,     Con- 
tracting and  Operating 

Beeler,    John    A. 
Bibbins,  Roland  J. 

Buchanan    &    bayng   Corp. 

Day    &    Zimmerniann,    Inc. 

A.  L.  Drum  &  Co. 

Faile  &  Co.,   E.  H. 

Ford.  Bacon  &  Davis 

Hemphill    &    Wells 

Hoist.    Engelhardt    W. 

Jackson.    Walter 

Kelker  &  DeLeuw 

M'TiPllan   &  Junkersfeld 
McGovern.  Halsev 

Richey.    Albert    S. 

Sanderson    &    Porter 

Stevens   &   Wood 

Stone   &   Webster 

White  Eng.  Co..  J.  G..  The 

Engines,  Gasoline 

Waukesha  Motor  Co. 

Engines,  Gas.  Oil  or  Steam 
Westinghouse  E.  &  M.  Co. 

Exterior    Side    Panels 
Haskelite  Mfg.  Corp. 

Fare  Boxes 

Cleveland  Fare  Box   Co. 
Johnson   Fare  Box   Co. 
National    Cash    Register  Co. 
Perey  Mfg.  Co- 
Fare   Registers 
Elec.   Service  Supplies  Co. 
Johnson    Fare   Box   Co. 
National    Cash    Register   Co- 

Fences,   Woven  Wire  and 
Fence   I'onIk 
Amer.  Steel  &  Wire  Co. 

Fenders  and  Wheel  Guards 

Brill   Co..   The  J.   G. 
Cincinnati    Car   Co. 
Star   Brass   Works 

Fibre    and    Fibre   Tubing 
Wesflnghouse  E.  &.  M.  Co. 

Field  Coils    (See  Coils) 

Floodlights 

Elec.    Service   Supplies  Co. 
General  Electric  Co. 

Floor.  Sub 
Haskelite  Mfg.  Corp. 

Flooring,    Fireproof 
Irving  Iron  Works 

Flooring,   Xnn-Sltpplng 

Irving  Iron  Works 

Flooring,    Open    Steel 

Irving  Iron  Works 

Flooring,  Steel,  Subway 

Irving  Iron  Works 

Flooring,   Ventilating 
Irving  Iron  Works 

Floors 
Haskelite  Mfg.  Corp. 

Forglngs 
Brill  Co..  The  J.  G. 
Cincinnati    Car  Co. 
Standard  Steel   Works  Co. 

Frogs   &  Crossings,  Te«  Rail 

Bethlehem    Steel   Co. 
Lorain    Steel   Co. 
Ramapo  Ajax  Corp. 
Wm.   Wharton.  Jr.   &  Co. 

Frogs,  Track   (See  Track 
Work) 

Frogs,  Trolley 

Elec.   Service  Supplies  Co. 
General  Electric  Co. 
Ohio  Brass  Co. 
Westinghouse  E.  &  M.  Co. 

Fuses   and   Fuse   Boxes 

Columbia  Machine  Works 
CoiiHolid-itcd    Car   Heat.   Co. 
General    Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Gaskets 
Westinghouse  Tr.  Br.  Co. 

Gas-Electrfc  Drive  for  Buses 

General  Electric  Co. 

Gas  Producers 
Westinghouse  E.  ft  H.  Co. 

Gates,  Car 
Brill  Co..  The  J.  O. 
Cincinnati    Car   Co. 

(Continued  on  page  46) 


May  5,  1928 


ELECTRIC  RAILWAY  JOURNAL 


45 


MItillHIIIIIHIIIIHIIIHIIIII 


jinMiiiiitMiniiiniiuiiHiiHiiiiniiHiitiiiMimimiiiiiiiiiiiMiiMiiiiimHiiiiiiniiiiiiiHiiiiiiHiimiiiiiiiiiiitiiimiHiiiHiiiiiiiiiiiiiiiiiiiir 


"The  Standard  for  Rubber  Insulation*' 

INSULATED  WIRES 
and  CABLES 

"Okonite,**  "Manson"  and  Dundee  "A"  "B"  Tapes 

Send  for  Handbook 

The  Okonite  Company 
The  Okonite-Gallender  Gable  Company,  Inc. 

Factories,  Passaic,  N.  J.  Paterson,  N.  J, 

Sales    Offices:      New  York     Chicago     Pittsburgh     St.  Louis     Atlanta 

Birmingham     San  Francisco     Los  Angeles     Seattle 

PtittlngaH-Andrews    Co.,    Boston,    Mass. 

F.   D.    Lawrence  Electric  Co.,   Cincinnati.   O 

Norelty   Electric   Co..    EHilla..    Pa. 

Citn.    Rep. :    Engineering    Materials    Limited.    Montreal. 

Cutiim    Rep.:    Victor    O.    Mendoza    Co.,    Havana. 

iimiiiiiiniiiiiiiiiiiiiiiniiiriiiiiiittiiMiiiiiii(iiiuiiiiiiiiiiMiiiniiiiiiiriiiniiiiiii(iiiiiiiHiiiniiniiiiMiiiiiiiiiiiiiiHimiiiiiiHiiiiiimiM-      ^■■iiiniiuiiniiitiiiHinMiiiiiiHnriiiiiiiiMiiiiniHiriiiiiiiiniiMiiiiiiiiiJiMniMiiiiiMiiiMiiiMtiniMiiiiiiiMiiriiiiiiiiiiiMiiiiiiiiitiMiiiiiiiT 

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We  make  a  specialty  of 

ELECTRIC  RAILWAY 
LUBRICATION 

We  solicit  a  test  of  TULC 

on  your  equipment 

1  he  Universal  Lubricating  Co. 

Clereland.  Ohio 

Chlcaro    BcpreMntatire*:    Juneion-RoH    Compani 

tlrsu   BIdg. 

TiiiitMiiiiiniiMimiiiiiiiiiiiniiiiiiniiHiiiiiiiiiiimiiniitiiitiMniiniiiniitriiiiMitiiiiiiiiiiiiiiiiiiiiiiKiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiitiiR 

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I    Let  the     ^'' 
I  Passenger 
I     Audit 


enie'-      '"""{'"^        <W, 


ELRECO  TUBULAR   POLES 


i  An  instantaneous  audit  by  the  passenger  of  I 
j  NICKELS,  DIMES,  QUARTERS,  METAL  | 
I         TICKETS  in  various  combinations.  I 

I  PORTABLE— STATIONARY   or   ELECTRIC— Posi-  | 

I  tive  at-the-source  protection  for  your  revenue.  | 

I  Money-Meters,  Inc.     ^ZS  R^st..?'^?  I 

i  3209  Book  Tower,  Detroit,  Mich.  | 

'•iiiiliiliillimiltlilHilllillllliriitiiiiiiiniiiriiiiiiiiiiniiiiiiiiiiiitiiiiiiiitiiiriiiiiitiMiirinitiiiiiiiiiiiiHiiiiiiiiiiiiiimiiliiiminiiiiiitiiiiR 
!iiiiiiiiiiiiiiiiimiiiiiHiiiiiiiiiiiiiiiiiiiiimiiiiiiHiiiiiimiiiiiiiiiimimiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiHiiiiiiiiiiHiiiiuiii& 
1     n.  A.  HEOEMAN.   Jr.   President     H.  A.  HEOEMAN.   First  Vice -Pres.  and  Treal, 


i      i      !■•   T.  SAKOENT.   Secretary 


J.  M.  PRATT.  Vlco-Pres.  In  chane  of  sales 


rCREO  JOINT 


I  COMBINE  I 

I    Lowest  Cost  Lightest  Weight    | 

I    Least  Maintenance  Greatest  Adaptability    I 

I  Cataloff  complete  with  enslDeertnff  data  aent  on  regneit  i 

I  ELECTRIC   RAILWAY   EQUIPMENT   CO.  I 

I  CINCINNATI.  OHIO  | 

I  New  Tork  City.  30  Church  Street  i 

5iiliiiiiiii(iiiiiiiiiiiniiitiiniiiriiniiinnifiiiiiiiiiilliMiiMiuiiiiMiniiiiiniiiiiMiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiuniiiiMiiiHiiiiitiii*iiHiir 

anmiiiiiliirliiiiiriniiiitMiiiiiriiiiiiiiiiiHiiiiiiiniiiiiillllllliilltMiiiliiliiiiniiiiiiniiiininiiiiiiiiiMniiiriiiiiiiiiiiiiitiiuniniitiiitiin*^ 

I  THE  WORLD'S  STANDARD 


National  Railway  Appliance  Co. 

draybar   Building.   430    I^exingfon   Avr.*   New    York 

BRANCH   OFFICES 

Munsey  BIdg..   Waehington,  D.  C.        100  BoyUton  St..  Boston.  Mass. 
Hegemaii-Castle  Curporalion,  Railway  Exchange  Building,  Chicago,  III. 


RAILWAY  SUPPLIES 


Tool    Steel    Gears    and    Pinions 
Aiiglo-Aniorieaii     Varnish     Co.. 

Varnishes,    Enamels,   etc. 
Naiitinat    Hand   Holds 
Gencsro   Paint  Oils 
Dunham    Hopper   Door  Device 
Garland  Ventilators 
Walter  Tractor  Snow  Plows 
Feasil>Ie  Drop  Brake  Staffs 
Fl.     Pitt     Spring     &     Mfg.    Co.. 

Sprineo 
Bell  Register  Pare  Boxes 


Flaxlinum   Insulation 

Economy   Electric  Devices   Co. 

Power  Saving   and   Inspection 
Meters 

National  Safety  Devices  Com- 
pany's Whistle  Blowers. 
Gong  Ringers  and  Brake 
Hangers 

Godward  Gas  Generators 

Cowdry   Automotive  Brake 
Testing  Machine 


kk 


IRVINGTON 


nn 


I   IjIlM^ 


Black 
Varnished  Silk, 


and 
Varnished  Cambric, 


Yellow 
Varnished  Paper 


I  Irv-O-Slot  Insulation                          Flexible  Varnished  Tubing  | 

I  Insulating   Varnishes    and   Compounds  | 

I  Irvington  Varnish  8C  Insulator  Co.  | 

I  Irvington,  N.  J.  | 

I  Sales  Representatives:  | 

I  Mitchell-Rand  Mfg.  Co..  N.  Y.        Prehler  Brolherg  Inc..  Chicago  i 

i  E.  M.  Wolcotl.  Rochester                 White  Supply  Co..  St.  Louis  = 

i  I.  W.  Levine.  Montreal                    Clapp  &  LaMoree.  Los  Aiigi'Iefl  3 

I  A.  L.  Gillies.   Toronto                         Martin   VVoodard.  Seattle  1 

I  Consumers*  Rubber  Co.,  Cleveland  = 

liiiumiiiiniiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiuiiimiiiiiitiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiimiiiiiiiiimiiiiimiiiin 


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SEND  TODAY  | 

(or  our  Publication  on       I 

SAFETY         I 

and  I 

EFFICIENCY    | 

in  Electric  Railway  | 

Signals  and  § 

Crossing  Bells  I 

tsr  lass  JllMcr 


NC.l^tS      s 
«     i 


"Al 

/nNSVLAJIfiG    I 
Hlx/IACHmEKY    i 


I  621  Rantingdon  St.,  rhiladelphia.  Pa.  i 

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46 


ELECTRIC  RAILWAY  JOURNAL 


May  5, 1928 


Gear  Blanks 

Brill  Co..  The  J.  G. 
Standard  Steel  Works  Co. 

Gear  Cases 
Columbia  Machine   Works 
Elec.  Service  Supplies  Co. 
Westinghouse  E.  &  M.  Co. 

Gears  and  Pinions 

Bemis  Car  Truck  Co. 
Columbia  Machine   Works 
Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Nat'l   Ky.   Appliance  Co. 

Generators 

General   Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Girder  Ralls 

Bethlehem  Steel  Co. 
Lorain  Steel  Co. 

Gongs  (See  Bells  and  Gongs) 
Grating,   Steel,  Subway 

Irving  Iron  Works 

Grinders  &  Grinding  Supplies 

Metal    &  Thermit  Corp. 
Railway  Track-work  Co. 
Grinders,    Portable    Eleetrle 
Railway  Track-work  Co. 

Grinders,    Portable 

Railway  Track-work  Co. 
Grinding  Bricks   and  Wheels 

Railway  Track-work  Co. 

Gnard  Rail  Clamps 

Lorain    Steel   Co. 
Ramapo  Ajax  Corp. 

Guard    Rails,    Tee   Rail    and 
Manganese 
Ramapo   Ajax   Corp. 
Wm.  Wharton.  Jr.  &  Co. 

Gnards,  Trolley 

Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 

Hangers 

S.  K.  F.  Industries.  Inc. 
Harps,  Trolley 

Columbia    Machine    Works 
Elec,   Service  Supplies  Co. 
General   Electric   Co. 
Ifational  Bearings  Metal 
Corp. 
Ohio   Brass   Co. 
Star  Brass  Works 

Headlights 
Elec.  Service  Supplies  Co. 
General   Electric  Co. 
Ohio  Brass  Co. 

Headlining 
Cohimbia  Machine   Works 
Haskelite  Mfg.  Corp. 
Pantasote   Co.,   Inc. 

Heaters,    Bog 
Nichols-Lintem    Co. 

Heaters,    Car    (Electric) 

Consolidated   Car   Heat.   Co. 
Giiltl   Car    Heat     &   Ltg.    Co. 
Railway    Utility    Co. 
Smith  Heater  Co..  Peter 

Heaters,    Car,    Hot    Air   and 
Water 

Smith    Heater  Co..   Peter 
Heaters,  Car,  Stove 

Smith    Heater  Co..    Peter 

Helmets,    Welding 

Railway    Track-work     Co. 
Una  Welding  &  Bonding  Co. 

Hnisti  and   T.Uts 
Columbia   Machine  Works 

Rone,   Bridges 

Ohio  Brass  Co. 

Hose,  Pnenmatlc 

Westinghouse  Tr.   Br.  Co. 
Indnstrlal   Tra<-tor» 

Iniernalion.il   H-arvester  Co. 

Instruments.  .Measuring,  Test- 
ing  and    ReeordlriR 
American   Steel   &   Wire  Co. 
General    Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Insnlallng   Cloth,  Paper  and 

Tai>e 
General    Electric  Co. 
Trvliiglnn   Varnish  &  Ins.  Co. 
Mica  Insulator  (3o. 
Okonite   To, 
Okonite-Callender  Cable  Co. 

Inc. 

Westinghouse  E.  &  M.  Co. 

InsDlatlng  Machinery 

Amcr.   Ins.  Machinery  Co. 

Insnlatlng  Silk 

Irvington  Varnish  &  Ins.  Co. 

Insulating    Varnishes 

Ir*vin*rton    Varnish   and 
Insulating  Co. 
Insniatinn    (See  also  Paints) 
Electrie  Ry.  Equipment  Co. 
Elec.  Service  Supniies  Co. 
General  Electric  Co 
Irvlnglon  Varnish  &  Ins.  Co. 


Mica  Insulator  Co. 

Okonite   Co. 

Okonite-Callender  Cable  Co. 
Inc. 

Westinghouse  E.  &  M.  Co. 
Insulation   Slot 

Irvington  Varnish  &  Ins.  Co. 
Insulator    Pins 

Elec.  Service  Supplies  Co. 

Ohio  Brass  Co. 

Insulators    (See  also  Line 
Materials) 

Electric  Ry.  Equipment  Co. 

Elec.   Service   Supplies  Co. 

General   Electric  Co. 

Irvington  Varnisli  &  Ins.  Co. 

Ohio   Brass   Co. 

Westinghouse  E.  &  M.  Co. 
Inferior   Side   Linings 

Hasi^elite  Mfg.  Corp. 
Interurban  Cars 

(.See    Cars,    Passenger, 
Freight,  Express,  etc.) 
Jacks    (See   also   Hoists   and 
Lifts) 

Columbia    Machine   Works 

Elec.  Service  Supplies  Co. 
Journal   Boxes 

Bemis  Car  Truck  Co. 

Brill  Co..  The  J.   6. 

Cincinnati  Car  Co. 
Lamps,  Gnards  and  Fixtnres 

Elec.  Service  Supplies  Co. 

General    Electric  Co. 

Westinghouse  E.  &  M.  Co. 

Lamps,   Arc   &   Incandescent 

(See   also    Headlights) 

General    Electric  Co. 

Westinghouse  E.  &  M.  Co. 
Lamps,  Signal  and  Marker 

Elec.  Service  Supplies  Co. 

Nichols-Lintern    Co. 
Lanterns,  Classification 

Nichols-Lintern  (Jo. 

letter  Boards 

Cincinnati  Car  Co. 
Haskelite  Mfg.  Corp. 

Lighting   Fixtnres,   Interior 

Electric  Service  Supplies  Co. 
Lightning    Protection 
Elec.  Service  Supplies  Co. 
General   Electric   Co. 
Westinghouse  E.  &  M.  Co. 

Line  Material    (See  also 
Brackets,  Insulators, 
M'ires,  etc.) 

Electric  Ry.  Equipment  Co. 

Elec.   Service   Supplies  Co. 

General  Electric  Co. 

National  Bearings  Metal 
Corp. 

Ohio  Brass  Co. 

Westinghouse  E.  &  M.  Co. 
Line  Shafts 

S.  K.  P.  Industries.  Inc. 
Locking   Spring  Boxes 

Ixirairi    Steel   Co. 

Wm.   Wharton.  Jr.   &  Co. 
Locomotives,  Electric 

Cincinnati  Car  Co. 

Cumminffs  Car  &  Coach  Co. 

General    Electric  Co. 

Westinghouse  E.  &  M.  Co. 
Lnbricating  Engineers 

Universal  Lubricating  Co. 

Lnbrirants,  Oil  and  Grease 

Univertal    Lubricating   Co. 

Lumber     (See     Poles,     Ties, 
etc.) 

Machinery,  Insulating 
American    Insulating    Ma- 
chinery Co. 

Manganese  Parts 

Bemis  Car  Truck  Co. 

Manganese  Steel  Castings 

Lorain    Steel   Co. 

Manganese  Steel  Guard  Ralls 

Uaniari"    Ajax    Corp. 
Wm.  Wharton.  Jr.  &  Co. 

Manganese  Steel,  Special 
Track    Work 

Bethlehem  Steel  Co. 
Wm.  Wharton.  Jr.  &  Co. 

Manganese  Steel  Switches, 

Frogs  &  Crossings 
Ticthlehem   Steel  Co. 
Lcprain    Stcd   Co. 
Kamapn   Ajax   Corp. 
Wm.  Wharton.  Jr.  &  Co. 

Mica 

Mica  Insulator  Co. 

Mirrors,  Inside  and  Outside 
Cincinnati  Car  Co. 

Motors,  nenerafnrs,  &  Con- 
trols for  Gas  Electric  Buses 

General   Electric  Co. 

Motor  Buses    (See  Buses) 
Motnrman's  Heats 

Brill  Co..  The  J.  G. 

Cincinnati  Car  (^o. 

Elec.  Service  Supplies  Co. 


Motors,  Electric 

General  Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Nuts  and  Bolts 
Bemis  Car  Truck  Co 
Cincinnati   Car   Co. 

Oxyacetylene— See  Cutting 
Apparatus 

Packing 

Westinghouse  Tr.  Brake  Co. 

Paints  and  Varnishes    (Insu- 
lating) 

Electric  Service  Supplies  Co. 
Irvington  Varnish  &  Ins.  Co. 

Paints  and  Varnishes, 
Railway 

Nat'l  Ry.  Appliance  Co. 

Pickups,  Trolley  Wire 
Elec.   Service   Supplies  Co. 
Ohio  Brass  Co. 

Pinion   Pullers 

Elec.   Service   Supplies   Co. 

Pinions   (See  Gears) 

Plus,    Case    Hardened,    Wood 
and   Iron 
Bemis  Car  Truck   Co. 
Ohio    Brass  Co. 
Westinghouse  Tr.  Brake  Co. 

Pipe 

National  Tube  Co. 

Pipe    Fittings 
Standard  Steel  Works  Co. 
Westinghouse  Tr.  Brake  Co. 

Planers   (See  Machine  Tools) 

Plates  for  Tee  Rail  Switclies 

Ramapo  Ajax  Corp. 

Pliers,    Rubber    Insulated 

Elec.  Service  Sup.   Co. 

Plywood,  Roofs,  Headlinings, 
Floors,  Interior   Panels. 
Bulkheads,   Truss    Planks 

Haskelite  Mfg.  Corp. 

Pole  Line  Hardware 

Bethlehem  Steel  Co. 
Elec.  Service  Supplies  Co. 
General   Electric   Co. 
Ohio  Brass  Co. 

Poles,  Metal  Street 
Elec.  Ry.  Equipment  Co. 
Truscon  Steel  Co. 

Poles,  Ties,   Posts,  Piling  & 
Lumber 

Bell    Lumber    Co. 
International  Creosoting  & 

Constructi(in   Co. 
Prettyman    &    Sons.   J.   F. 

Poles   &  Ties   Treated 

Bell    Lumber    Co, 
International    Creosoting    & 
Construction  Co. 

Poles,  Trolley 

Eiec.  Service  Supplies  Co. 
National  Tube  Co. 
Truscon  Steel  Co. 

Poles,  Tubular  Steel 
Elec.    Ry.   Equipment   Co. 
Elec.    Service    Supplies    Co. 
National  Tube  Co. 
Truscon  Steel  Co. 

Potheads 

Okonite-Callender  Cable  Co.. 
Okonite   Co. 

Power    Saving    Devices 
National  Ry.  Appliance  Co. 

Pressings.  Special  Steel 

Cincinnati   Car  Co. 

Pressure  Regulators 

General    Eleciric  Co. 
Westinghouse  E.  &  M.  Co. 
Westinghouse  Tr.  Bralce  Co. 

Punches,  Ticket 

International   Register  Co. 

Rail  Braces  &  Fastenings 
Ramapo  Ajax  C^vrt. 

Rail  Grinders  (See  Grinders) 

Rail   Joints 

Carnegie   Steel   Co. 
Illinois  Steel  Co. 
Kail    Joint    Co. 

Rail  Joints,  Welded 

lyorain   Steel    Co. 
Metal  &  Thermit  Corp. 

Rail    Welding 

Railway   Track-work  Co. 
Una  Welding  &  Bonding  Co. 

Ralls,  Steel 

Carnegie  Steel  Co. 
Illinois  Steel  Co. 

Railway    Safety    Switches 
Consolidated   Car  Heat.  Co. 
Westinghouse  E.  &  M.  Co. 

Railway    Welding    (See 
^^'elding    Prnresses) 


Rattan 

Brill   Co..    The  J.   G. 
Cummings  Car  &  Coach  Co. 
Elec.    Service    Supplies    Co. 
Hale-Kilburn    Co. 

Registers   and    Fittings 
Brill  Co..  The  J.   G. 
Cincinnati   Car  Co. 
Elec.  Service  Supplies  Co. 
International  Register  Co. 
Money    Meters    Inc. 

Reinforcement,    Concrete 

Amer.   Steel   &   Wire  Co. 
Bethlehem   Steel   Co. 
Carnegie  Steel  Co. 

Repair  Shop  Appliances  (See 
also  Coil  Banding  and 
Winding   Machines) 
Elec.  Service  Supplies  Co. 

Repair  Work   (See  also 
Coils) 
Westinghouse  E.  &  M.  Co. 

Replacers,  Car 

Cincinnati  (^ar  Co. 

Elec.  Service  Supplies  Co. 

Resistance,  Wire  and  Tube 
Westinghouse  E.  &  M.  Co. 

Resistances 
Consolidated  Car  Heat.  Co. 
General  Electric  Co. 

Retrievers,   Trolley    (See 
Catchers   and    Retrievers, 
Trolley) 

Rheostats 

General   Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Roofing,  Car 

Haskelite   Mfg.   Corp. 
Pantasote  Co.,  Inc. 

Roofs,  Car  and  Bus 

Haskelite  Mfg.  Corp. 

Sanders,  Track 
Brill  Co..  The  J.  G. 
Elec.   Service   Supplies   Co. 
Nichols-Lintern    Co. 
Ohio  Brass  Co. 

Sash  Fixtures,  Car 
Brill  Co.,  The  J.  G. 
Cincinnati  Car  Co. 

Sash  Metal   Car  Window 

Hale-Kilburn  Co. 

Scrapers,   Track    (See    Clean- 
ers  and   Scrapers,   Track) 

Screw  Drivers,  Rubber 
Insulated 

Elec.  Service  Supplies  Co. 

Seating   Materials 
Brill  Co..  The  J.  G. 
H.isUelite  Mfg.   Corp. 
Pantasote  Co..  Inc..  The 

Seats.  Bus 
Brill  Co..  The  J.  G. 
Hale-Kilburn  Co. 

Seats,  Car  (See  also  Rattan) 
Brill  Co..  The  J.  Q. 
Cincinnati  Car  Co. 
Hale-Kilburn  Co. 

Scroiul    Hand    Equipment 
Electric  Equipment   Co. 

Shades,  Vestibule 
Brill  Co..  The  J.  G. 
Cinciimati  Car  Co. 

Shovels 
Brill  Co..  The  J.  G. 

Shovels,  Power 
Brill  Co..  The  J.  G. 

Signals,  Car  Starting 
Consolidated   Car  Heating 
Co. 
Elec.  Service  Supplies  Co. 
National     Pneumatic    Co. 

Signal  Systems,  Block 
Elec.  Service  Supplies  Co. 
Nachod   and   U.  S.  Signal 

Co..  Inc. 
Union  Switch  &  Sign.il  Co. 

Signal  Systems,  Highway 

CroHHing 

Nachod   and  U.  S.  Signal 
Co..  Inc. 

Slack  Adjusters    (See  Brake 
Adjusters) 

Sleet  Wheels  and  Cutters 

Cincinnati  Car  Co. 
Columbia  Machine  Works 
Elec.  Ry.  Equipment  Co. 
Elec.  Service  Supplies  Co. 
National  Bearings  Metal 
Corp. 

Smokestacks,    Car 
Nichols-Lintern  Co. 

Snow-Plows,  Sweepers  and 
Brooms 

Brill  Co..  The  J    G. 
Columbia  Machine  Works 
Cummings  Car  &  Conch  Co. 


Soldering   and   Brazing    (See 
Welding     Processes     and 
Apparatus) 

Special   Adhesive   Papers 
Irvington     Varnish     &     Ins. 
Co. 

Special  Trackwork 

Bethlehem   Steel   Co. 
Lorain   Steel   Co.,   The 
Wm.  Wharton.  Jr.  &  Co. 

Spikes 
Amer.  Steel  &  Wire  Co. 
Illinois  Steel   Co. 

Splicing  Compounds 
Westinghouse  E.  &  M.  Co. 

Splicing  Sleeves  (See  Clamps 
and  Connectors) 

Springs,  Car  and  Truck 

American   Steel   &   Wire  Co. 
Bemis    Car   Truck   Co. 
Brill  Co.,  The  J.  G. 
Cincinnati  Car  Co. 
Standard  Steel  Works  Co. 

Sprinklers,  Track  and  Road 

Brill  Co..  The  J.  G. 
Cummings  Car  &  (^oach  Co. 

Stair  Steps.  Safety 

Irving  Iron  Works 

Steel  and   Steel   Products 

American  Steel  &  Wire  Co. 
Carnegie  Steel  Co. 
Illinois  Steel  Co. 

Steps 
Irving  Iron  Works 

Steps,  Car 
Brill  Co.,  The  J.  G. 
Cincinnati   Car  Co. 

Stokers,   Mechanical 
Babcock  &  Wilcox  Co. 
Westinghouse  E.  &  M.  Co. 

Stop  Signals 
Nichols-Lintern  Co. 

Storage  Batteries  (See  Bat- 
teries, Storage) 

Strain,  Insulators 
Electric  Service  Supplies  Co. 
General   Electric   Co. 
Ohio  Brass  Co. 
Westinghouse  E.  &  M.  Co. 

Strand 
American  Steel  &  Wire  Co. 
Roebling's  Sons  Co.,  J.  A. 

Street  Cars,  Passenger  (See 
Cars,  Passenger,  Freight, 
Express,  etc.) 

Superheaters 
Babcock  &  Wilcox  Co. 

Sweepers,   Snow    (See   Snow 
Plows.    Sweepers    and 
Brooms) 

Switch  Stands  and  Fixtures 
Ramapo  Ajax  Corp. 

Switclies 
General  Electrifl  Co. 

Switches.   Selector 
Nichols-Lintern  Co. 

Switches  and   Switchboards 

Consolidated  Car  Heating 

Co. 
Elec.  Service  Supplies  Co. 
Westinghouse  E.  &  M.  Co. 

Switches,  Tee  Rail 
Ramapo  Ajax  Corp. 

Switches,  Track  (See  Track 
Special   Work) 

Tampers,  Tie 
Railway  Track-work  Co. 

Tapes  and  Cloths   (See  Insu- 
lating Cloth,   Paper  and 
Tape) 

Tee  Rail  Special  Track  Work 

Lorain    Steel    Co 
Ramapo  Ajax  Corp. 

Telephone  and  Telegraph 
Wire 

American  Slcei  &  Wire  Co. 
J.  A.  Roebling's  Sons  Co. 

Telephones  and  Parts 
EIcc.    Service   Supplies  Co. 

Testing  Instruments  (See  In- 
struments, Electrical  Meas- 
uring, Testing,  etc.) 

Thermostats 
Consolidated  Car  Heatlnff 

Co. 
Gold  Car  Heat.  &  Ltg.  Co. 
Railway  Utility  Co. 
Siuiih   Heater  Co..  Peter 

Ticket  Clinppers   and   Be- 
st ri».vers 
Elec.   Service   Supplies  Co. 

(Continued  on  pngc  48) 


May  5,  1928 


ELECTRIC   RAILWAY  JOURNAL 


47 


aimiiiiiiiiiiiiiiiiiiiiiiiiiiitii itiiii 


iiiiiijiiiiiiijJiiijjiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiriiiiiiiiriiiJirijr 


Don't 

Take 

Cars  Out 

Of   Service 

To  Turn 

Worn 

Wheels 


THE  WHEEL  TRUING  BRAKE  SHOE  does  the  work 
while  your  car  is  in  service.  Don't  jeopardize  your 
schedules  by  excessive  pull-ins  owing  to  wheel  troubles. 
Use  Wheel  Truing  Brake  Shoes  and  keep  the  maxiraum 
equipment  in  service.     They  save  time,  labor  and  money. 

WHEEL  TRUING  BRAKE  SHOE  CO. 
Detroit,  Mich. 


£iiiiiutiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiitiiiiiimiiiiiiiiiiiiui 

I  Bethlehem  Products  for 

I  Electric  Railways 

I  Tee    and    Girder    Rails;    Machine   Fitted    Joints; 

I  Splice    Bars;    Hard    Center   Frogs;    Hard    Center 

I  Mates;  Rolled  Alloy  Steel  Crossings;  Abbott  and 

I  Center  Rib  Base  Plates;  Rolled  Steel  Wheels  and 

I  Forged  Axles;   Tie  Rods;   Bolts;   Ties   Plates  and 

I  Pole  Line  Material. 

I  Catalog  Sent  on  Request 

I  BETHLEHEM  STEEL  COMPANY,  Bethlehem,  Pa. 

I  BETHLEHEM 


:iiiiiiiiiiuiiiiiiiiiiiiiiiimiiitiiiiiiiiiiiiiiiiiiii(iiirniiniiiiii*iiiiiiiiniiiiii(iiiiiiiiiiiiiiiiiiiiiiiiiMiMiiMiininiiiiiiiiniiiirniiiiiiiiniiittr      tiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiitiiiiiiiriiiiii iiiitiiiiiniriiiiiiitiiiiiiiiriiiitiiii)iiiiitiiiiiiiiMiiiiiiiiiiiinriiiiiiiiiiiiiiiiiiitiiniitiiiiiiiini 

fliiiimiNiiiiiiiiiiiiiiiiiriiniiniiinMiriiiniiiiiiitimiiiiiiiiiiiiiiiiiiimimiiiiimiiiiiiiMiiiiiiiiiiiiiiiiiimimiiiiiiiiiiiiiiifiiiiiiiiiiiiiiiitt      diniiitiiiiiiiiiiiniiiiiitiiiiiiiitiimiiiiiniiiiiniiiiiiiiiii iiiiiiiiiiiiiiiiKiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiHiiiiiiiiiiiiiKtiiiiiiminiiiiiiiiin: 


FARE 

BOXES  for  BUSES 

Let   us   tell   you   of   this   especially   de- 
signed   box  for   this   class   of   service. 


IP 

^H      The  Cleveland  Fare  Box  Co. 

^^1      4900  Lexington  Ave.,  Cleveland,  O 

►-: 

^^^^        Canadian   Cleveland  Fare  Box  Co.,  Ltd. 

lh« 

^H^^                                Preston.  Ontario 

I      CSITntinq  And  Sorting  Machines  C^^gPel, Tokens      I 

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NORTHERN 


'BELL- 


.CEDAR   POLES. 


BUTT  TREATING 
ALL  GRADES 


WESTERN 


TIES 


I      I       BELL    LUMBER    CO.,  Mmneapofe,  Af.nr7.        \      | 

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"Weld 
Plates" 

The 
Rail  Joint  Go. 

165  Broadway 
New  York.  N.  Y. 


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^  ^^^ 


Rod,  V^ire  and.  Cable  Products 
ANACONDA  anaconda  copper  mining  company 

f»a,  m^io  co^.„m.,       ^^^g    AMERICAN    BRASS    company 
■— 'ti~-  General  Offices    -    -    25  Broadway,  New  York 

ANACONDA  TROLLEY  WIRE 


niiniiiiiniiiiiiiiiiiiiitiiiuiiMiniiuiiNiiiMiiinitiiniiitiiiuiiniiniiiniiiiiiniiiiiiiiiiniiiiiiitiiiniiiiiiniitiiiiiiiiiiiiiiiitiiitiiiiiiriirMi.l 
SiiiiiiniimiiiiiiiiiiniMiiMiiniiiiiuiiiiiiiuiiiiiiniiiiiiiiiiiiiiniiiniiiiiiiiiinMiniiiiiiiiiiiiiiiiiiniiiiiimiiiiiniiitiiuiiniimiiiriiiiiiM^^ 

I  Efficient  Bus  Heating  | 

I  with  I 

The  N-L  Venti-Duct  Heater 

I  THE  NICHOLS-LINTERN  CO.  | 

i  7960  Lorain  Ave.  Oeveland,  Ohio  | 

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Electrical  Wires  &  Cables  | 

John  A.  Roebling's  Sons  Co.  Trenton,  N.  J.  | 

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Gets  Every  Fare  I 

PEREY  TURNSTILES    I 
or  PASSIMETERS        | 

Use  them  in  your  Prepayment  Areas  and         = 
Street  Cars  | 

Perey  Manufacturing  Co.,  Inc.     I 

101   Park  Avenue,  New  York  City  | 

'iiiniinMiiriiiMMtMitMiniinMiHiniiiniiiiiiiitMiiiiiiiiiiiiiiiiinriiiiiiiitiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiniiiiiiiiiiiiiinriMiS 

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HIULBURN.  NEW  YORK  ' 
NIAGARA  FALLS,  N.Y. 
CHICAGO.  ILLINOIS 
.  EASTST.LOUIS.  ILL 
PUEBLO,  COLORADO 
SUPERIOR  .WISCONSIN 
LOS  ANGELE-S.  CAI. 
NIAG/MtA  FALUS.ONT. 


FOR  PASSING  SIDINGS 
TEE  RAIL  SPECIAL  WORK 

(manganese  work  a  specialty 

sales  offices  at  all  works 

.M.iin  Office.  HILLBURN,  N.Y. 


iiiiiiniiiiiiiiiini 


STUCKI   I 
SIDE      ! 

bearings! 

A.  STUCKI  CO.  I 

Oliver  Bldg.        | 

Pittsburgh,     P«.  i 


PAIUWA\{  I  ffiUITy  QOMPArnj 


i    CAR  COMFORT  WITH 

I  UTILITY 


HEATERS 

REGULATORS 

VENTILATORS 


3341-^2247    Indiana    St. 
Chicago,  HI. 


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Write  for  1338  Broadway 

Cataloffue  New  York,  N.  Y, 

iiiiiiiitiiiiiiiiiiniiiiiiniiiiriiiriiirMUiiiiiitiiiiiiiiriiiiMitiiiiiiniiiiiiHiiH? 


48 


ELECTRIC  RAILWAY  JOURNAL 


May  5,  1928 


ALPHABETICAL  INDEX  TO  ADVERTISEMENTS 

This  index  is  published  as  a  convenience  to  the  reader.    Every  care  is  taken  to  make  it 
accurate,  but  Electric  Hailway  Journal  assumes  no  responsibility  for  errors  or  omissions. 


Page 

American  Brass  Co..  The 47 

American  Car  Co Third  Cover 

American  Insulating^  Machinery 

Co « 

American   Steel   &  Wire  Co 3T 

Anaconda   Copper   Mining   Co...    47 

Babcock  &  Wilcox  Co 41 

Beeler  Organization    41 

Bell  Lumber  Co 47 

flemis  Car  Truck  Co 30 

Bethlehem    Steel    Company 47 

Bibblns.  J.  Rowland 40 

Brill   Co..    The   J.   G ....  Thii-d  Cover 
Buchanan  &  Layng  Corp 40 

Carnegie  Steel  Co 29 

Cincinnati  Car  Co 17 

Cleveland  Fare   Box  Co 47 

Collier.    Inc..    Barron   G 34 

Columbia  Machine  Works  St 

M.   I.  Co.  ..  ; 42 

Consolidated  Car  HeatinK  Co .  .  .  45 

Cummingrs  Car  &  Coach  Co ... .  li> 

Dayton  Mechanical  Tie  Co.. 

Insert  31-32 

Day  &  Zimmermann.   Inc 40 

Diftercntial  Steel  Car  Co..  The.  .    42 
Drum  &  Co..  A.  L 40 

Earn,  C.  1 30 

Electric  Equipment  Co 43 

Electric   Ry.   Equipment   Co.  .  .  .  45 

Electric  Service  Supplies  Co.  .  .  .  7 


Page 

Faile  &  Co..   E.  H 40 

Firestone  Tire  &  Rubber  Co ...  .    26 

Ford,  Bacon   &   Davis 40 

■'*or   Sale'   Ads 43 

General   Electric  Co 22 

Gold  Car  Heating  &  Ltg.  Co.  . .  .  41 
Goodyear    Tire    &    Rubber    Co.. 

Inc..    The    24 

Griffin  Wheel  Company 42 

Uale-Kilburn  Co 33 

Haskelite  Mfg.   Corp 41 

■Help    Wanted"    Ads 43 

Hemphill  &  Wells 40 

Hoist   Englehardt   W 40 


Illinois  Steel  Company   .......    20 

International   Creosoting   &  Coni- 

struetion  Co 21 

International    Harvester    Co....    25 

International   Register   Co 41 

International   Steel  Tie  Co 8.  0 

Irving  Iron  Works 36 

Irvington  Varnish  &  Insulator 

Co 45 

Jackson,  Walter   40 

Johnson  Fare  Box  Co 39 

Kelker.    DeLeuw   &    Co 40 

Kuhlman  Car  Co Third  Cover 


Page 
Lorain  Steel  Co 42 

McClellan  &  Junkersfeld 40 

McGrHW-Hill    Book    Co..    Inc....  38 

McGovern,   Halsey    41 

Metal    &   Thermit   Corp 10 

Mica   Insulator  Co 39 

Money  Meters,  Inc 45 

Nachod  and  United  States  Signal 

Co..    Inc 41 

National   Bearing  Metals  Corp..  38 

National    Brake    Co 23 

National  Cash  Register  Co..  The.  28 

National  Pneumatic  Co 15 

National    Ry.    Appliance    Co.  .  .  .  45 

National   Tube  Company    35 

Nichols-Lintern  Co.,  The 47 

Ohio    Brass   Co 5 

Okonite-Callendar  Cable  Co.,  Inc.. 

The 45 

Okonite    Co..    The 43 

Pantasote    Co.,    The JiO 

Percy    Mfg.    Co.,    Inc 47 

Positions   Wanted   and   Vacant,  .  4.'1 

Prettyman  &  Sons.  J.  P 41 

Rail  Joint  Co..   The 47 

Railway  Track-work  Co 4 

Railway  Utility  Co 47 

Raniapo  Ajax  Corp 47 

Reo  Motor  Car  Co 27 


Page 

Richey.    Albert   S 40 

Roebling's  Sons  Co.,  John  A.  .  .  .    47 

Sanderson  &  Porter 40 

Searchlight   Section    43 

S.K.F.     Industries,    Inc 16 

Smith  Heater  Co.,  Peter 41 

Standard  Steel  Works  Co 18 

Star  Brass  Works.  The 42 

Stevens  &  Wood.  Inc 40 

Stone  &   Webster    40 

Stuck!  Co.,  A 47 

Truscon    Steel    Company 38 

Twin  Coach  Corp Front  Cover 

Una  Welding  &  Bonding  Co ,  ,  ,  .   41 

Union  Switeli  &  Signal  Co 36 

Universal   Lubricating  Co.,   The.    45 

Versare    Corp.  . .  .Insert  11-12-13-14 


"Want"  Ads 43 

Wason  Mfg.  Co Third  Cover 

Waukesha   Motor  Co.  .  .  .Back  Cover 
Westinghouse  Elec.  &  Mfg.  Co.. 

Second  Cover 
Westinghouse  Traction  Brake  Co.  6 
Wharton.  Wni.,  Jr.  &  Co..  Inc.  ,  .  42 
"What  and  Wliere  to  Buy." 

44.  46.  48 
Wheel  Truing  Brake  Shoe  Co..  47 
White  Eng.  Corp..  The  J.  G.  .  .  .  40 
Wish  Service,  The  P,  Edw 41 


Ties.  Mechanical 
Dayton  Mechanical  Tie  Co. 

Tie  Plate* 

Illinois  Steel  Co. 

Tie*  and  Tie  Rods,  StMl 

Carnegie   Steel   Co. 
International  Steel  Tie  Co. 

Ties,  Wood  Cross   (See  Pole*, 
TIm,  Posts,  etc.) 

Tires 

Firestone  Tire  Ic  Rubber 
Co. 
Goodyear  Tire  &  Rubtwr  Co. 

Tonroe    Switches 
Wm.   Wharton.   Jr.  &  Co. 

Tools,  Track  &  Mlscella- 
neons 
Amer.  Steel  &  Wire  Co. 
Columbia  Machine  Works 
Elec.  Service  Supplies  Co. 
Railway  Track-work  Co. 

Towers    and    Transmission 

Strnrlures 
Westinghouse  E.  It  M.  Co. 

Track  Orlndrra 

Metal    4  Thermit  Corp. 
Railway  Track-work  Co. 
Ramapo  Ajax  Corp 

Track,  Special  Work 

Columbia  Machine  Works 
Ramapo  Ajax  Corp. 

Trackless  Trolley  Cat; 

Brill  Co..  The  J.  G. 
Transformers 

General  Electric  Co. 

Wmtinrbouae  E.  &  M.  Co. 


WHAT  AND  WHERE  TO  BUY— Continued  from  page  46 


TraiiHtnlitHion 

S.   K.   F.    Induslries.    Inc. 

Treads*  Safety  Btatr  Car 
Stepi 
Cincinnati  Car  Co. 
Irving  Iron  Works 

Tree  Wire 
Okontte  Callender  Cable  Co. 
Okunite  Co. 

Trolley    Bases 

Ohid    Bra«8  Co. 
National  Bearings  Metal 
Corp. 
Westinghouse  E.  &  H.  Co. 

Trolley    Buses 

Brill  Co..  The  J.  Q. 
General  Electric  Co. 

Trolley  Material,  Overhead 

Klec.    Servh-e    Supplies    Co. 
General    Electric   Co. 
National   Beariiig-H  Metal 
Corp. 

Ohio  Brass  Co. 
Westinffhouse  E.  &  M.  Co. 
Trolley  Wheels   (See  Wheels. 
Trolley) 

Trolley   Wheel  Bashings 

National   Bcariiig^.s  Mt;tal 
Corp. 
Star  Brass  Works 

Trolley  Wire 
American   Brass  Co. 
Amer.  Steel  &  Wire  Co. 
Anaconda  Copper  Min.  Co. 
Roebling's  Suns  Co.,  J.   A. 

Trucks.  Car 

BeniiM   Car  Truck   Co. 
Brill    Co..   The  J.  O. 


Cincinnati  Car  Co. 

Cuniniini^s  Car  &.  Coach  Co. 
Trurkft,  Motor 

International    Harvester   Co. 
Truss   rianks 

Haskelite  Mfr.  Corp. 

National    Tube   Co. 
Tubing.   Yellow    8i   Black 
Flexible    Varnishes 

Irvington    Varnish    &  Ins. 
Co. 
Tublnie.   Hteel 

National  Tube  Co. 
Turbines,  Steam 

General  Kleciric  Co. 

Westinghouse  E.  A  M.  Co. 
Turnstiles 

Elec.   Service   Supplies  Co. 

Porey  Mfg.  Co.,  Inc. 
Turntables 

Elec.  Service  Supplies  Co. 
Valves 

Ohio   Brass   Co. 

Westing-house   Tr.    Br.    Co. 
Varnlfihed   Papers   &   Stlks 

Irvington   Varnish   &  Ins. 
Co. 
Varnishes   (See  Paints,  etc.) 
Ventilators 

National   Ry.  Appliance  Co. 
Ventilators.   Car 

Brill  Co.,  The  J.  G. 

Cincinnati  Car  Co. 

Consolidated  Car  Heating 
Co. 

Nichols-Lintern  Co. 

Railway   Utility  Co. 
Vestibule    Linings 

Haskelite  Mfg.  Corp. 


Welded   Rail  Joints 
Lorain   Steel   Co. 
Metal    &  Thermit  Corp. 
Railway  Traokwork   Co. 
Una  Welding  &.  Bonding  Co. 

Welders.     Portable     Electric 

General    Electric   Co. 
Ohi<i  Brass  Co 
Railway   Track-work   Co. 
Una  Welding  &  Bonding  Ci». 
Westinghouse  E.  &  M    Co. 

Welders,  Rail  Joint 

General    Eleclne   Co. 

Ohio  Brass  Co. 

Railway    Track-work    Co. 

Welding  Processes  and 
Apparniiis 

Metal    &  Thermit  ('orp. 
Oliio   Hrasf  Cit. 
Railway    Track -work    Co. 
Una  Welding  &  Bonding  Co. 
Westinghouse  E.  A  M.  Co. 

Weliling   Steel 

Railway     Track- work     Co 
Una  Welding  &  Bonding  Co. 

Welding   Wire 
American  Steel  &  Wire  Co. 
Railway  Track-work  Co. 
Roebling's  Sons  Co..  J.  A. 

Welding  Wire  and   Rods 

Railway  Track-work  Co. 

WlieelM  Car,  Cnnt   Iron 

Griflln    Wheel    Co. 

WheelK.    Car.    Steel    &    Steel 
TIreil 

Beniif*   (J.ir  Truck   Co. 
Carnegie  Steel   Co, 


Illinois   Steel   Co. 
Srandard   Steel    Works   Co. 

Wheels,  Trolley 

Columbia  Machine  Works 
Elec.     Ry.    Equipment    Co. 
Elec.  Service  Supplies  Co. 
National  Bcahng.s  Metal 
Corp. 

Ohio  BraKF  Co. 
Siai'  Brass  Works 
Wheels.  Wrought'  Steel 
Carn-pie   Steel   Co. 
Illinois   Steel   Co. 
Uliccl    GunrdH    (See    Fenders 

and   U'lieel  (iiiarUs) 
Wheel  Grinders 
Wheel    Truing    Brake    Shoe 
Co. 
Wheel   Presses    (See   Machine 

Tools) 
Whlstlfs.  Air 
Ohio   Brass  Co. 
Westinghouse  E.  &  M.  Co. 
Westinghouse  Traction 
Brake  Co. 
Wiiidou  Guardh  and  Fittings 

Cineiiniali  ('hi    V.^^. 
Wire   Kupe 

American  Steel  &  Wire  Co. 
Roebling's    Souk    Co..    J.    A. 
Wires  and  Cables 
American   Brass  Co..  The 
Amer.  Steel  &   Wire  Co. 
Anaconda     Copper     Mining 
Co. 
Olumite   Co. 
Okoiiite-Callender  Cable  Co. 

Ine. 
Roebling's    Son8    Co..    J.    A 
Weptingnouse  E.  &,  M.  Co 


May  5, 1928 


ELECTRIC  RAILWAY  JOURNAL 


cepafe  lo 


There  is  no  myth  about 
the  economic  advantages 
of  Brill  Modern  Cars,  for 
with  them,  electric  railway 
companies  have  won  public 
approval  and  avoided  the  ex- 
cessive operating  costs  of 
heavy  equipment. 

Consider  the  four  light  weight 
interurban  type  cars  built  by  the 
American  Car  Company  for  the 
Missouri   Pacific   System.     These 
cars  operate  between  Houston  and 
Goose  Creek,  Texas.  They  are  attract- 
ing passengers  because  of  the  care 
given  to  the  details  which  contribute  to 
comfort,    convenience    and    improved 
appearance. 

Increased  public  patronage  and  greater 
net  profits  can  be  obtained.     Plan  ahead 
with  Brill  Modern  Cars. 


The  J.  G.  Brill  Company 

Pmh-A-DEL-pi-iia.,  Pa. 

American   Cab    Ca    —       C.C. Kuhlman  Cah  Co.     —     Wason    Manto  Cq 

ST     kOUtS      MO.  C(.CVCi.AIXO.OMlO.  «PRtr-OF    CUO    M^»». 


«      .     ^     * 


yw- 


TT 


A  *     •  »  •  ■  t.    ' 


Brill 


n. 


^i  Ititemrbdoi  Caos 


<.'.:*f'Wf 


ELECTRIC  RAILWAY  JOURNAL 


a-8l9-LC 


fVaukesha-powered  Fageol  Coach   "America" — a   Pullman    of  the    Open    Road 


A 
on  'Wheels 


Accompanying  C.  C.  Pyle's  Trans- 
continental Foot  Race  and  affording 
complete  living  accommodations  is 
this  Fageol  cruising  coach  *' America." 
As  with  other  land  cruisers — the 
famous  Linn  Six- Wheeler,  the  Dan  W. 
Smith  Twin  Coach,  '^Michigan,"  The 
Metro-Goldwyn  globe-girdling  track- 
less train — comfort  was  the  first  con- 
sideration.  Naturally  the  silky- 
smooth,  vibrationless  Waukesha 
"Ricardo  Head"  big  bus  six  was 
picked  for  "America." 


Reliability  of  course  could  not  he  sacrificed,  for  a 
perfect  potxer  plant  must  in  every  way  be  unobtrusive. 
Waukesha  Big  Bus  Sixes  arc  positively  self-effacing 
because  of  their  V/2  inch  diameter  crankshafts,  "Girder" 
type  crankcascs,  "Truncated"  cylinders,  full-pressure 
filtered  oil  lubricating  system  and  gasoline-saving 
"Ricardn"  heads.  Remember  Waukesha  Heavy-Duty 
six-cylinder  bus  engines  are  built  in  sizes  ranging  from 
50  to  120  horsepower.  Write  for  Bulletin  for  the  size 
that  interests  you. 


A-829-LC 


AUTOMOTIVE      EQUIPMENT      DIVISION 


WAUKESHA        MOTOR        COMPANY 

Waukesha 

Eastern     .Sales     Off  ices 


Eight     W.     40/A     Street 


Wisconsin 

New     York     City 


Exclusive   Builders  of  Heavy  Duty  Automotive  Type  Engines  for  Over  Twenty  Years 


ELECTRIC  RATLWA 
JOLIRNAL 


I'-Hill  Publishing  Company,  Inc. 


MAY  12.  1928 


Twenty  Cents  Per  Copy 


HQU«T«feW   F*UgLI©  LJBHAril 


IN  THE  SERWCE 

OF  THE  NATION'S 

RAILWAYS 

HIGHWAYS 

WATERWAYS 


Creating 

the  Type  and  Size 
or  Every  Operation 

It  is  not  merely  that  the  complete  Q-  C,  C  line  contains  the  cor- 
rect type  and  size  of  coach  for  every  operation.  The  broadest 
significance  of  this  is  that  Q.  C,  C,  created  and  developed  correct 
types  and  sizes,  based  on  no  other  precedent  than  the  develop- 
ing needs  of  coach  transportation,  precisely  interpreted  through 
unparalleled  revenue-transportation  experience.  You  will  find 
this  reflected  in  every  specification  and  test  of  any  Q,  C,  C  model. 

AMERICAN  CAR  AND  FOUNDRY  MOTORS  CO.,  30  Church  St.,  New  York 

QCC 


/ 


ELECTRIC  RAILWAY  JOURNAL 


Mov  12,  1928 


WBt' 


jk^  Standard  j^nSol 
o/^  Electric  Traiisportation 


DESIGNED  and  developed  by  Westinghouse  en- 
gineers more  than  thirty  years  ago,  HL  electro- 
pneumatic  unit  switch  control  satisfactorily  fulfills  today, 
the  most  exacting  requirements  of  operating  all  classes 
of  railway  equipment  where  remote  control  and  multiple- 
unit  features  are  desirable. 

These  applications  of  HL  Control  include  locomotive 
units  from  the  gigantic  215-ton  size  used  on  trunk  line 
railroads  to  the  20-ton  industrial  type,  subway,  elevated, 
suburban  and  heavy  interurban  trains,  articulated  units, 
surface  trains  and  single  cars. 

Some  of  the  remarkable  characteristics  which  have  con- 
tributed to  the  great  reputation  of  HL  Control  are,  briefly: 


The  ultimate  of  safety  to 
both  operators  and  pas- 
sengers. 

Maximum  protection  to 
equipment. 

Positive  action  and  direc- 
tion. 

Functions  in  proper  se- 
quence 


5.  Correct    acceleration    for 
the  service. 

6.  Operation    reliable   as   a 
complete  mechanism. 

7.  Easy  inspection. 

8.  Low  cost  maintenance. 

9.  Simple  operation. 

10.     Adaptable   to   underfloor 
or  cabinet  mounting. 


The  widespread  popularity  of  HL  Control  is  mirrored 
t)y  the  242  present  users  who  are  operating  in  35  states, 
the  District  of  Columbia  and  in  13  countries  abroad. 


Westinghouse  Electric  &  Manufacturing  Company 

East  Pittsburgh  Pennsylvania 

Sales  Officci  in  All  Principal  Cities  of 
the  Untied  States  and  Poreign  Countries 


Westinghouse 


MORBIS  BUCK 

Managing  Editor 

JOHN  A.  MILLER.  JH, 

Associate  Editor 

CLARENCE  W.  SQUIER 

Aitim-late  Editor 

G.  «•.  JAMES,  Jr. 
Arisiblanl  Kdltut 


HENRY  W.  BLAKE 
Senior  Editor 

GEOSOE  J.  MaoMURKAT 
News  Editor 

PAUL  WOOTON 
Washington  Correspondent 

ALEX  MoCALLDM 
Editorial  BepresentatlTe 
London,  England 


Charles  Gordon,  Editor 


Vol.  71 
No.  19 


May  12,  1928 


Pages 

761-796 


,764 


CONTENTS 

The  Future  of  Electric  Railways  Is 

No  Longer  in  Question 

By  R.  p.  Stevens 

Keeping  abreast  of  the  times,  according  to  the 
author,  is  the  outstanding  problem  of  the  pubHc 
transportation  companies.  CrinoHne  and  hoop-skirt 
tactics  caraiot  be  used  with  profit  in  a  bobbed-hair 
and  silk-stocking  age.  The  optimism  expressed,  Mr. 
Stevens  says,  is  fully  justified  by  recent  develop- 
ments in  the  industry. 

Cleveland  Personnel  Department  Organized 

to  Improve  Employee  Morale 767 

Accident  reduction,  decrease  in  labor  turnover,  im- 
provement in  company  morale — -these  are  direct  bene- 
fits resulting  from  the  organization  of  a  personnel 
department  by  the  Cleveland  Railway.  Better  public 
relations  naturally  follow.  The  article  in  this  issue 
outlines  in  detail  the  work  done  along  these  lines 
since  the  department  was  organized  in  1927. 

Model  Municipal  Traffic  Ordinance  Proposed .  771 

Many  provisions  directly  affecting  the  operation  of 
street  cars  and  buses  are  included  in  the  tentative 
draft  prepared  by  a  committee  of  the  National  Con- 
ference on  Street  and  Highway  Safety.  Standard- 
ization of  traffic  signals  is  held  to  be  of  major 
importance. 


Editorials    761 

Tactics  of  the  Ostrich  Condemned  by  President  Stevens. 

A  Clearing  House  of  Business  Philosophy. 

An  Affiliation  That  Augurs  Well  for  the  Industry. 

Alongside  of  the  Model  T  in  Dearborn. 

Are  We  Treating  the  Employee  Question  Scientifically? 

Platitudes  Put  in  Practice  Pay  Profits. 

Make  It  Easy  for  the  Passenger  to  Pay. 
Novel  Merchandising  Method  Employed  by  I.C.  QC  E .  770 
New  Seating  Arrangement  for  Pittsburgh  Interurban .  773 

Using  the  Billboard  to  Prevent  Accidents 774 

Maintenance  Methods  and  Devices 775 

New  Equipment  Available 776 

Association  Activities 777 

News  of  the  Industry 783 

Recent  Bus  Developments .  788 

Financial  and  Corporate 789 

Book  Reviews 792 

Personal  Mention 793 

Manufactures  and  the  Markets 794 


Open  Season  for 
Conventions 

EARLY  summer  is  the  open  season  for 
conventions.  The  Journal's  calendar 
of  convention  dates,  run  every  week  for  the 
information  of  its  readers,  lists  a  long  suc- 
cession of  meetings. 

Sectional  meetings  are  particularly  valu- 
able to  those  who  attend.  The  discussion 
gets  down  to  the  intimate  problems  of  every- 
day experience.  It  is  more  than  worth  the 
time  and  expense  of  attendance.  Discussions 
at  many  sectional  meetings  develop  ideas  and 
experiences  of  national  as  well  as  local  inter- 
est. Obviously,  if  the  progressive  operating 
man  attends  all  of  them,  there  would  be  time 
for  little  else.  Nevertheless,  all  can  profit 
from  them,  for  the  Journal  publishes 
prompt  and  full  reports  together  with 
abstracts  of  the  more  important  papers. 

On  page  777  of  this  issue  is  a  report  of 
the  Southwestern  Public  Service  Association 
meeting  in  Dallas  last  week.  An  address  by 
President  Stevens  is  on  page  764.  Don't 
fail  to  read  both.  Watch  the  Journal  dur- 
ing this  open  season  for  railway  meetings. 
It  brings  you  information  and  ideas  that  you 
can't  afford  to  overlook. 


McGRAW-HILL  PUBLISHING  COMPANY,  INC. 
Tenth  Avenue  at  36th  Street,  New  Tork,  N.  Y. 

New  Yorlc  District  Olflce,  285  Madison  Ave. 


i&S^» 


1028 


Jauxs  H.  McGbaw.  President 
James  H.  McGkaw,  Jr,.  v. -p.  and  Treas. 
Malcolm  Moib,  Vice-President 
Edwaed  J.  Mbhhbn,  Vice-President 
Mason  Bbitton,  Vice-President 
Edgar  Kobae,  Vice-President 
C.  H.  Thompbon,  Secretary 
Washington  ; 

National  Presi  Buildine 
Chicago: 

T  S.  Dearborn  Street 
Philadelphia  : 

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St.  Loins: 

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Member  Audit  Bureau  ot  Circulations 
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to  the  New  Yorit  office  or  to  the  London  office.  Single  copies,  postage  prepaid  to  any 
par*  of  the  world,   20  cents. 

Change  of  Address — When  change  of  address  Is  ordered  the  new  and  the  old  address 
must  he  given,  notice  to  be  received  at  least  ten  days  before  the  change  takes  place. 
Copyright,   1928,  by  McGraw-Hill  Publishing  Company,  Inc. 

Published  iveeklv.  Entered  as  second-class  matter.  June  23,  1908,  at  the  Post  Office 
al  New  York,  N.  Y.,  under  the  Act  nf  March  3,   1879.     Printed  In  U.  S.  A. 


Cable  Address:  "Machinist,  N.  T," 

Publishers    of 

Enoineering  Newa-Reeord 

American  MaehiniBt 

Poicer 

Chem{eal  and  Metallurgical  Bngineering 

Coal  Age 

Engineering  and  Mining  Journal 

Ittgenieria  Internaeional 

BtiB  Traneportaiion 
Electric  Raitwav  Journal 

Electrical  World 

Electrical  Merehanditing 

Radio  Retailing 

Construction  Method* 

Electrical  Went 

(  Publiahed  in  San  Francisco  } 

American  Machinist — European  Edition 

(  Published  in  London  ) 


Number  of  Copies  Printed,  6,210 


Advertising  Index — Alphabetical,  52;  Classified,  48,  50,  52;  Searchlight  Section,  47 


/ 


ELECTRIC  RAILWAY  JOURNAL 


Mav  12.  1928 


BETTER      RAIL,      BETTER      TRANSPORTATION 


Bucket  seats  attract 
riders,  bucking  cars 
repel  them. 

The  greatest  aid  to 
comfortable  riding  is 
a  smooth  track. 

Smooth  it  and  keep  it 
smooth  by  grinding. 

Here  are  the  tools. 


3132-48  East  Thompson  Street,  Philadelphia 

AOENTS: 
Chester  F.  G.iilor,  60  Church  St..  New  York 
ChM.  N.  Wood  Co.,  Boston 
KiTCtrlcal  Enrlneerinr  &  Mfr.  Co.,  Pittibnrch 
H.  F.  McDermott.  208  S.  LaSalls  St.,  Cbicaro 
P.  W.  Wood  Railway  Supply  Co..  New  Orleans,  La. 
Sqnlpment  A  ICnrlneerinp  Co.,  London 
Ttmmtr  ft  Co.,  Japan 


®    23.34 


Kurrka   Kailiiil   Kail  (irliiiler 


\  iilcan    Kail   (iriiulfi- 


Reclprocatlng  Track  Grinder 


"Alax"    KIrrlrir  Arc  Welder 


BETTER      RAIL,      BETTER     TRANSPORTATION 


May  12,  1928 


ELECTRIC  RAILWAY  JOURNAL 


DOLLARSani>SENSE 

CALL  FOR 


The^PointS 
of  Service 

(1)  Easy  Approach 

(2)  Smooth  Underrun 

(3)  Protection  to  the  wire 

(4)  Correct  proportioning 

(5)  Extra  long  life 


THE  surest  way — ^and  perhaps  the  only  way — to 
increase  net  profits  is  to  cut  operating  costs 
to  the  bone.  Of  the  thousand  and  one  items  that 
go  to  make  up  the  total  operating  cost,  the  trolley 
ear  is  not  to  be  overlooked.  Substantial  economies 
can  be  had  here  by  standardizing  on  long  service 
Marathon  "Ears. 

Competitive  tests  show  that  they  last  from  two  to 
three  times  as  long  as  other  types.  If  the  use  of 
these  longer  service  ears  doesn't  mean  economy, 
then  nothing  does. 

Marathons  save  in  trolley  ear  maintenance  and  re- 
placement expense,  and  also  by  preventing  traffic 
delays  caused  by  wire  breaks.  Every  Marathon 
on  the  wire  means  a  substantial  saving — and  no 
saving  these  days  is  to  be  sneezed  at.  It  is  not 
unusual  for  them  to  stand  420,000  car  passes  per 
ear.  Their  long  life  has  made  them  world  famous. 

Look  on  page  534  of  the  0-B  Catalog  for  details. 


Ohio  Brass  Company,  Mansfield,  Ohio 

Canadian  Ohio  Brass  Co.,  Limited 
Niagara  Falls,  Canada 

800L 


rass  Cb. 


NEW  YORK  CHICAGO 

PHILADELPHIA 


PITTSBURGH  ATLANTA  CLEVELAND 

ST.  LOUIS        SAN  FRANCISCO        LOS  ANGELES 


PORCELAIN 

INSULATORS 

LINE  MATERIALS 

RAIL  BONDS 

CAR  EQUIPMENT 

MINING 

MATERIALS 

VALVES 


ELECTRIC  RAILWAY  JOURNAL 


May  12,  1928 


/ 

AS  LOGICAL  AS  THE  BALANCING 

OF  SCALES 


To  obtain  the  unknown  weight  of  an  object,  by  balancing  it  with  known 
weights  was  one  of  the  earliest  scientific  developments.  This  principle  of 
equalization  of  forces  has  had  countless  practical  applications.     It  is  logical. 

In  the  modern  railway  clasp  brake,  equal  pressure  is  applied  to  opposite 
sides  of  each  wheel,  through  standard  brake  shoes,  whereas  the  ordinary 
practice  is  to  apply  the  force  to  one  side  only.  The  clasp  brake,  or  balanced 
braking  system,  neutralizes  the  tendency  to  one-sided  wear  on  journal  bear- 
ings, pedestals  and  other  truck  parts.  It  affords  smoother  braking  with  less 
heating  of  brake  shoes,  and  reduces  the  number  of  "slid-flat"  wheels. 

In  short — it  is  the  modern  and  scientific  braking  system — which  is  finding 
increasing  favor  for  heavy  traction,  and  rapid  transit  service. 


AMERICAN  MULTIPLE -UNIT 

CLASP  BRAKES 


Balanced 


Brakintf 


AMERICAN  Steel  Foundries 


NEW  YORK 


CHICAGO 


ST.  LOUIS 


May  12,  1928 


ELECTRIC  RAILWAY  JOURNAL 


FOR   IMMEDIATE 
DELIVERY 


THE  NEW  D-S-R  TRACK  LAYER 


W 


$ 


85 


00 


ITH    the    new    D-S-R    Track 

Layer,  one  man  can  now  fasten 

Steel  Twin  Ties  to  the  rail,  ap-         F.O.B.  Cleveland 

plying  any  type  of  fasteners, 
complete,  in  a  part  of  the  time  formerly  taken  by  four  men. 
The  new  machine  is  simple,  sturdy,  and  is  easily  carried 
from  work  car  to  the  rails  by  four  men.  A  simple  toggle 
action,  operated  by  hand  lever  actuates  the  grab  hooks  which 
lift  the  tie  from  sub-grade  to  rail  base.  Adjustable  for  dif- 
ferent rail  heights. 

Order  direct  from  this  advertisement,  or  write  for  further 
information  and  delivered  prices  of  Steel  Twin  Ties  for 
second  quarter  delivery. 

THE  INTERNATIONAL  STEEL  TIE  CO. 
CLEVELAND,  OHIO 

STEEL  TWIN  TIE  TRACK 

THE    BASE    OF     MODERNIZATION 


ELECTRIC  RAILWAY  JOURNAL 


Mav  12,  1928 


What  a  difference  it  makes 

Track  which  extends  like  unbroken  ribbons  of  steel,  smooth 
— even — perfect !   Not  a  joint  can  be  seen — because  there  are 

none!  Cars  roll  almost  silently !  Maintenance  costs  on  track, 

— and  cars  as  well, — reduced  to  a  minimum. 

A  dream?   No!    Just  another  road  which  has  eliminated 
rail  joints  on  new  and  old  track  alike,  by  Thermit  welding. 


MCTAI^   ^THERMIT  CORPORATIOV^ 


2%P     B  r^ A  DWAY  .  N  EW  YOI^ .    N.V. 


PITTSBURGH 


BOSTON 


SOUTH    SAN    FRANCISCO 


TORONTO 


May  12,  1928 


ELECTRIC   RAILWAY  JOURNAL 


PONTIAC^S 
NEW  CARS 


PARK  ROW 


Type    :t5    Hunter    Sign — side    wintlinv 


**T/ie  Successful  Six' 
Keystone 
Specialties 


T.viH'    I2:t    Hiintfi-    Sinn — iiu-chanisin    luiiit- 
in    front 


Faraday     Buzzer 


9 

Faraday  Push 


T.viii.    KM-SIG.    (luklen    Olo 
Hcadllsht 


SIGNAL  SYS  ICM 


\u,    2218  1     Faraday 
Resistance 


(/it/in   by  the  G.  C.  Kuhlman  Car  Co.) 

K^ey  stone-Equipped 

Wherever  new  cars  of  modern  design  go  into  service, 
there  you  will  find  Keystone  specialties.  There  is  a 
good  reason  for  this  because  Keystone  Car  Equip- 
ment represents  the  last  word  in  safety,  comfort, 
convenience,  attractiveness  and  efficiency. 
The  illustration  shows  the  interior  and  exterior 
views  of  one  of  ten  attractive  double-truck,  single-end 
safety  cars  built  by  the  G.  C.  Kuhlman  Car  Com- 
pany and  recently  put  in  ^service  by  the  Detroit 
iJnited  Railway. 

These  new  cars  are  equipped  with: 
Hunter  Destination  Signs  which  clearly  indicate  routes  and 
destinations  bv  day  and   by  night.     They  tell   the   Pontiac 
public  where  the  cars  are  going. 

Faraday  Signal  System,  with  push  buttons  within  easy  reach  of 
every  passenger — for  convenience  in  signalling  the  operator. 
Golden  Glow  Headlights  which  provide  safety  for  passengers 
and  equipment.  Their  greenish  glass  reflectors  last  indefi- 
nitely and  project  a  golden  light  which  is  less  blinding  and 
more  penetrating  than  brilliant  white  light. 
These  Keystone  specialties  will  help  to  build  up  Pontiac's 
patronage  and  create  good  will. 

Let  us  tell  you  how  Keystone  Car  Equipment 

will  help  you  sell  your  service. 

Home  office  and  plant  at  17th  &  Cambria  St.,  PHILADELPHIA:  District 
office  at  111  N.  Canal  St..  CHICAGO:  60  Church  St..  NEW  YORK:  Bessemer 
Bills..  Pittsburgh:  88  Broad  St..  Boston:  General  Motors  Bldfr..  Detroit: 
:ilfi  N.  Washington  Ave..  Scranton:  Canadian  Agrents.  Lyman  Tube  &  Sup- 
ply Company,  Ltd.,  Montreal,  Toronto,  Vancouver. 


FPO 


MANUFACTURER  OF  RAILWAY,  POWER 


AND  INDUSTRIAL  ELECTRICAL  MATERIAL 


/. 


ELECTRIC  RAILWAY  JOLUNAL 


Why  is  the 
Variable  Load  Brake 
♦  ♦  ♦  a  Better  Brake  i 


May  12. 1928 


O 


Greater  Safety  .  .  .  same  degree  of  retarding 
force  on  loaded  and  empty  cars. 


e 


Reduced  Delays  .  .  .  short  stops  permit  cars  to 
keep  abreast  of  the  traffic  stream. 


e 


Faster   Schedules  .  .  ,  uniformly  quick   stops 
permit  longer  peak  speed  operation. 


The  WestiaclMiuc  Vari>U4 
Load  Brake  U  aa  attachaMal 
for  use  with  ctraickt  air  M 
semi-automatic  equipawats  k| 
means  of  whicb  tke  brake  cyl< 
iader  pressure  is  autoMHUicall 
adjusted  as  tbe  car  waiclK 
ckaacea,  to  pi  oyije  the  aa^ 
retardiac  cCcct  tluwxkavt  tW 
raar*  of  psiieager  Inadlag. 


WESTINGHOUSE  TRACTION  BRAKE  CO. 

General  Office  and  Works.  ^  ilmerding.  Pa. 


WESTINGHOUSETRACnON  Br\KES 


i-- 


a  ^  W 


^ 


"S? 


^! 


GRABL4M 

SStOfWBEBf 


^Mt 


ty 


because  of 
size^performance^costj 


No  greater  outlay  required  to 
increase  service  with  Graham 
Brothers  21 -Passenger  Street 
Car  Type  Motor  Coaches  — 


.ff 


On  a  given  capital  investment 
Graham  Brothers  Motor  Coaches 
will  return  a  maximum  of  pas- 
senger-hour-miles. 

Whether  extension  of  service 
calls  for  additional  routes  or  in- 
crease of  service  on  existing  lines, 


Graham  Brothers  coaches  offer 
the  low-cost  means  to  your  end. 
And  in  these  time-tried  coaches 
are  all  the  advantages  of  low  cost 
with  none  of  its  penalties. 

Their  medium  capacity  makes 
them    far    more    elastic    and 


Graha^m 

MOTOR 


permits  of  more  economical  ex- 
pansions or  contractions  in 
schedule  building. 

Their  cost  is  exceedingly  low — 
whether  you  consider  first  cost, 
operating  cost  or  both. 

Their  performance  has  won 
innumerable  purchasers  who 
were  frankly  skeptical  because 
of  price   or   capacity   prejudice. 

The  4-speed  transmission 
puts  smoothly  to  work  the 
steady,  dependable  flow  of  power 
from     the     6-cylinder     engine. 


Four-wheel  brakes  (Lockheed 
hydraulic)  are  internal  expand- 
ing and  self-adjusting — easy  on 
driver,  passenger,  and  equip- 
ment. They  put  the  same  ease 
into  quick  stopping  that  the 
engine  and  transmission  put  into 
quick  starting. 

Their  3-stage,  progressive  type 
springs  cradle  all  loads — light 
or  heavy. 

Their  fine  appearance  attracts 
patrons. 

And  comfort  holds  them. 


Graham  Brothers  21 -pas- 
senger coach,  body  and 
chassis  complete,  is  ex- 
ceptionally low  in  price, 
due  to  great  volume  pro- 
duction. 

.  ...^4060 
(f.o.b.  Drtroit) 


Sold  by  Dodge  Brothers  Dealers  Everywhere 


Between  Mass  and  Class 
—  the  De  luxe  Parlor  Car 


li 


More  and  more  Graham  Brothers 
Parlor  Coaches  are  being  put  in  serv- 
ice to  meet  that  growing  public 
demand  for  a  class  of  transportation 
somewhere  between  mass  and  in- 
dividual. 

For  many  operators  the  fine  ap- 
pearance, comfort,  safety  and  speed 
of  Graham  coaches  have  been  the 
means  of  developing  this  class  of 
traffic. 


Patrons  willingly  pay  a  higher 
fare  for  de  luxe  service — little  short 
of  private  car  comfort  and  conven- 
ience. 

The  field  for  these  coaches  is  con- 
stantly expanding.  The  need  for 
this  class  of  service  is  increasing. 
The  performance  records  of  Grahams 
in  this  field  account  for  an  ever- 
increasing  amount  of  this  expansion. 


16  passenger  Parlor  Car,  complete,  $4290 
12  passenger  Club  Car,  complete,  $4045 


(Prices  f.o.b.  Detroit) 


GRAHAM       BROTHERS 

F.VANSVILLE   —   DETROIT  — STOCKTON 

A      DIVISION      OF      DODGE-     BROTHERS.      Inc. 
GRAHAM     BROTflERS     (CANADA)     LIMITED.    TORONTO.    ONTARIO 


May  12,1928 


ELECTRIC  RAILWAY  JOURNAL 


15 


More  and  more  traction  companies  are  equipping  their 
cars  with  Nuttall  Standard  Helical  Gears,  because  of  the 
decided  advantages  in  the  use  of  these  superior  generated 
and  especially  heat  treated  gears  over  standard  untreated 
cast  steel  gears. 

Over  70,000  Nuttall  Helical  Gears,  used  by  the  electric 
railways  of  this  country,  show  the  benefits  in  actual 
economy  and  performance  by  their  use. 
For  smooth,  quiet  running  of  Nuttall  gears — without 
those  annoying  and  objectionable  grinding,  chattering 
and  vibration  characteristics  of  ordinary  gears —  is  par- 
ticularly desirable  from  an  operating  viewpoint,  as  well  as 
a  consideration  for  the  opinion  of  the  riding  public. 
With  Nuttall  gears  you  get  three  times  the  service  of 
ordinary  gears.  What  does  that  mean  to  you  in  repair 
and  replacement  economy? 

Send  for  Our  Bulletin  No.  60 

RDNUTTALL  COMPANY 

PnrSBURGH  A  PENNSYLVANIA 

Canadian  Agents: 
Lyman  Tube   &   Supply   Co.,   Montresd,   Toronto  and  Vancouver 


All  Nuttall  Products  are  sold 
through  the  Westinghouse  Elec- 
tric &  Mfg.  Co.,  district  offices. 
Refer  your  inquiries  to  the 
nearest    Westinghouse    Office. 


/ 


ELECTRIC  RAILWAY  JOURNAL 


May  12,1928 


American 

Brown 

Boveri 


-lit... 


announces 

AMERICAN  Brown  Boveri  Electric  Corporation  wishes 
.-to  make  known  the  fact  that  readjustment  of  its  manu- 
facturing facilities  and  reorganization  of  its  engineering  and 
operating  personnel  have  been  completed  under  the  direction 
of  a  new  administration,  American-controlled. 

Contractual  relations  covering  patents,  designs,  manufactur- 
ing information,  etc.,  have  been  revised  and  renewed  with 
Brown,  Boveri  &  Co.,  Ltd.  of  Baden,  Switzerland. 

This  enables  American  Brown  Boveri  to  continue  to  draw 
upon  this  great  reservoir  of  seasoned  engineering  experience, 
manufacturing  knowledge  and  research  facilities  in  ex- 
istence for  more  than  a  quarter  century  and  to  maintain  its 
accessibility  to  American  utilities,  railroads  and  industries. 

Brown  Boveri  has  long  been  synonymous  in  the  minds  of 
well-informed  American  engineers  with  leadership  in  the 
field  of  power  and  electrical  machinery.  Principles  of  prac- 
tice and  many  units  of  equipment  attributable  to  this  source 
have  been  put  into  operation  in  this  country  since  the  incor- 
poration of  American  Brown  Boveri  and  are  confirming  an- 
ticipated results  in  daily  performance.    The  opportunity  for 


AMERICAN 


May  12, 1928 


ELECTRIC  RAILWAY  JOURNAL 


17 


Principal  Products 


Electric  Locomotives 
Diesel-Electric  Locomotives 
Car  Lighting  Equipment 
Mercury-Arc  Power  Rectifiers 

Transformers 

Automatic  Voltage  Regulators 


Automatic  Synchronizers 
High  Voltage  Oil  Circuit  Breakers 
Steam  Turbo-Generator  Sets 
Turbo-Blowers  and  Compressors 
Turbo-Exhausters  and  Boosters 
Scavenging  and  Supercharging  Blowers 


...>ii- 


-.<... 


¥ 


actual  demonstration  under  operating  conditions  is  now  af- 
forded to  interested  engineers. 

The  main  plant  at  Camden,  N.  J.,  has  already  completed 
delivery  on  several  large  contracts  including  electric  loco- 
motive equipments,  steam  turbo  generators,  high  voltage  oil 
circuit  breakers,  transformers,  etc.,  all  to  exacting  specifica- 
tions and  actual  tests. 

An  experienced  service  and  erection  force,  familiar  with 
design,  installation  and  operation  of  A-B-B  equipment,  is 
maintained. 

We  are  now  in  a  position  to  submit  proposals  promptly  on 
any  of  the  types  of  equipment  or  machinery  listed  above. 

In  addition  to  the  main  plant  at  Camden,  N.  J.,  the  corpora- 
tion continues  to  have  allied  with  it  the  manufacturing  and 
sales  facilities  of  its  associated  companies, — Condit  Elec- 
trical Manufacturing  Corporation  of  South  Boston,  Mass., 
Moloney  Electric  Company  of  St.  Louis,  Mo.,  and  -Scintilla 
Magneto  Corporation  of  Sidney,  N.  Y. 

American  Brown  Boveri  Electric  Corporation 


Camden,  N.  J 


Graybar  Bldg.,  New  York 


RROWN  BOVERI 


ELECTRIC  RAILWAY  JOURNAL 


Mav  12,  1928 


erfect 

after  1 1  years 

It's  Dayton  Tie  Track 


^ 


Here's  a  piece  of  track  laid  on  Dayton  Ties 
in  1918 — eleven  years  ago. 

Can  there  be  any  better  testimonial  of  the 
lasting  qualities  of  Dayton  Tie  Track? 

And  think  of  the  reduction  in  car  mainte- 
nance this  permanently  smooth  track  affords. 

Small  wonder  that  sales  of  Dayton  Ties  grow 
almost  beyond  belief. 


II 


The  Dayton  Mechanical  Tie  Co. 

DAYTON,  OHIO 


May  12, 1928 


ELECTRIC  RAILWAY  JOURNAL 


19 


TRFADLEIZATION 

for  buses,  also! 

The  Twin  Coach  provides  for  the  cir- 
culating load  with  a  front  door  for 
entrance  and  a  rear  door  for  exit.  When 
a  Treadle  is  used  with  the  rear  door 
the  circulating  load  is  attained  with 
economy  and  safety.  N.  P.  Door  Con- 
trol is  standard  equipment  on  all  types 
of  Twin  Coaches. 


CONSTANTLY 


BETTER 


NATIONAL  PNEUMATIC  COMPANY 

Executive  Office:    Graybar  Building,  New  York 

General  Works,  Rahway,  New  Jersey 


CHICAGO 
518  McCormick  Buildin? 


MANUFACTURED    IN    TOBONTO.    CANADA.    BY 
Railway  &  Power  Engrineeri  ng  Coi'p,  Lid. 


PHILADELPHIA 
1010  Colonial  Trust  Building 


f 

to 


ELECTRIC  RAILWAY  JOURNAL 


May  12, 1928 


"We  would  have 


J 


I 
f 

" — we  would 
have  hit  him 
hard  but  the 
magnetic  brakes 
stopped  us  be- 
fore we  reach- 
ed the  crossing." 


V. 


> 


r 


May   12,  1928  ELECTRIC  RAILWAY  JOURNAL  21 


lit  him  HARD-" 


Cincinnati  BALANCED  Lightweight  Cars  com- 
bine "Speed  with  Safety."  They  combine,  too,  the 
ability  to  prevent  costly  accidents  with  faster 
schedules — more  car  miles  and  greater  earnings. 

We  have  ready  for  your  study  numerous  instan- 
ces where  the  Magnetic  Brake — giving  a  decel- 
eration advantage  of  from  2  to  6  seconds  over 
average  equipment — was  an  acknowledged  fac- 
tor in  turning  a  suit  for  damages  into  a  report  of 
"what  might  have  happened." 

When  will  you  find  it  convenient  to  read  these 
reports  and  while  you  are  at  it  find  out  about  the 
cost  of  Cincinnati  BALANCED  Lightweight  Cars? 

Cincinnati  Car  Company,  Cincinnati,  Ohio 


CINCINNATI 

still  a  step  ahead  of  the  modern  trend 


J 


22 


ELECTRIC  RAILWAY  JOURNAL 


May  12, 1928 


/ 


21,49t  miles 
of  trucking 
with  no  road  failures 


The  name,  "G-E  equipped 
gas-electric",  has  come  to 
be  synonymous  with  reli- 
ability and  economy  of 
operation. 


This  is  the  three  months'  record  of  eleven  of  the  G-E 
equipped  gas-electric  trucks  operated  by  the  Phila- 
delphia Rural  Transit  Company. 

Used  as  snow  fighters  in  the  winter,  these  trucks  have 
been  remarkably  successful  in  clearing  the  roads. 

In  the  heaviest  trucking  service  in  other  seasons, 
they  must  haul  loads,  including  truck  and  trailer, 
of  16  tons,  often  over  soft,  yielding  ground.  Thus 
far,  they  have  not  been  "stuck",  nor  have  they  had 
a  single  road  failure. 

If  your  service  involves  heavy  loads  or  high  speed, 
G-E  electric  drive  on  your  trucks  will  prove  of  the 
highest  value. 

390-37 


GENERAL  ELECTRIC 


GENERAL     ELECTRIC     COMPANY,     SCHENECTADY,     N. 


SALES     OFFICES     IN     PRINCIPAL     CITIES 


Electric  Railway  Journal 


McGraw-Hill  Publishing  Co.,  Inc. 
James  H.  McGraw,  President 


Consolidation  of 

Street  Railway  Journal  and 

Electric  Railway  Review 


Charles  Gordon 
Editor 


Volume  71 


New  York,  Saturday,  May  12,  1928 


Number  19 


Tactics  of  the  Ostrich  Condemned 
by  President  Stevens 

PRESIDENT  STEVENS  of  the  American  Electric 
Railway  Association  strikes  at  the  heart  of  the  ques- 
tion, "What  about  the  future  of  electric  railways?"  in  an 
address  made  before  the  Southwestern  Public  Service 
Association  at  its  Dallas  meeting,  and  published  elsewhere 
in  this  issue.  All  other  questions  regarding  railways  are 
secondary  to  this.  The  problems  of  financing,  of  mod- 
ernization, of  public  relations,  and  the  whole  matter  of 
management  policy,  are  contingent  upon  satisfactory  as- 
surance that  electric  railway  transportation  is  not  to  be 
supplanted. 

There  must,  of  course,  be  some  form  of  speedy  and 
convenient  transportation  in  modern  communities.  Other- 
wise the  conduct  of  ordinary  business  would  be  impos- 
sible. There  are  only  two  alternatives;  there  must  be 
either  a  responsible  public  transportation  agency  or  the 
streets  must  be  abandoned  to  individual  vehicles.  Obvi- 
ously it  is  physically  and  economically  impossible  for  each 
traveller  to  "roll  his  own,"  despite  the  predictions  of  some 
automobile  manufacturers  with  more  enthusiasm  than 
knowledge  of  transportation  matters.  The  vast  majority 
of  people  cannot  afford  to  spend  so  large  a  part  of  their 
income  merely  to  get  about  in  their  daily  travel.  Fur- 
thermore, no  city  can  afford  to  provide  the  street  space 
needed,  even  if  the  public  were  able  to  buy  and  operate 
enough  automobiles.  The  whole  proposition  is  so  ridic- 
ulous that  no  one  who  even  pretended  to  recognize  the 
facts  would  seriously  entertain  it  for  a  moment. 

Since  there  is  a  continuing,  and  in  fact  an  increasing, 
need  for  public  transportation,  there  still  remains  the 
question  of  whether  this  will  be  provided  by  buses  or  by 
electric  cars.  Each  vehicle  has  its  advantages  and  dis- 
advantages. The  bus  has  flexibility  and  low  investment 
cost  in  its  favor.  The  car  has  long  life,  lower  operating 
cost,  high  carrying  capacity  and  service  reliability.  The 
so-called  "rubber  urge"  as  a  factor  in  transportation  has 
been  proved  an  invention  of  the  fancy.  Unless  the  bus 
offers  something  more  than  merely  rubber  tires,  it  has  no 
greater  appeal  to  the  public  than  has  the  street  car.  As 
has  been  reiterated  time  after  time  in  these  columns, 
the  bus  has  an  important  place  in  public  transportation, 
but  that  is  in  providing  preferred  forms  of  service  at 
higher  fare  levels  and  not  in  the  duplication  or  replace- 
ment of  street  car  service. 

Many  railway  managements  are  putting  buses  in 
place  of  street  cars  because  of  one  primary  consideration 
— the  lower  investment  involved  in  the  purchase  of  buses 
than  in  the  rebuilding  of  track.  In  some  instances  of  low 
traffic  density  this  point  of  view  is  justified.  But  in 
many  others  the  real  explanation  for  the  reluctance  to 
spend  money  in  rail  rehabilitation  and  the  replacement 
of  obsolete  cars  lies  in  the  lack  of  confidence  on  the  part  of 
the  railway  managements  themselves  regarding  the  future 
of  street  railways. 


President  Stevens  calls  upon  the  industry  to  look  facts 
in  the  face.  True,  electric  railway  riding  has  been  de- 
creasing. But  what  have  the  railways  done  to  change  this 
condition?  Are  they  meeting  modern  transportation 
standards?  Modernization  is  imperative  if  the  decline  in 
passengers  is  to  be  checked.  There  is  at  present  a  vicious 
circle.  Failure  to  provide  up-to-date  service  results  in 
falling  patronage,  and  that  in  turn  causes  railway  man- 
agers to  question  the  future  of  their  own  business. 

The  public  of  today  demands  more  than  mere  utility. 
Beauty  has  become  an  important  factor  in  the  lives  of  the 
American  people.  A  street  car  that  merely  runs  is  no 
longer  satisfactory,  even  though  the  fare  is  low  and  the 
service  regular.  The  esthetic  factors  of  appearance,  ap- 
pointments and  comfort  and  the  practical  one  of  absence 
of  noise  are  as  important  to  attract  patronage  as  are  the 
utilitarian  factors  of  reliability  and  economy.  Frequency 
of  service  is  all-important,  and  President  Stevens  rightly 
points  out  that  the  field  is  still  wide  open  for  the  car 
manufacturer  who  will  provide  a  really  attractive  and 
easy  riding  four-wheel  car  seating  approximately  40 
passengers. 


A  Clearing  House  of  Business  Philosophy 

THAT  the  United  States  Chamber  of  Commerce 
is  one  of  the  country's  great  organizations  for  the 
promotion  of  constructive  thought  and  action,  not  only 
within  business  itself,  but  in  the  relations  between  busi- 
ness and  the  general  public,  was  apparent  at  the  annual 
meeting  held  in  Washington  during  this  past  week.  To 
public  utility  men,  schooled  in  the  philosophy  of  public 
service,  the  declaration  by  leaders  in  general  business  of 
a  similar  doctrine  of  public  accountability  is  indeed 
significant. 

This  new  note  in  general  business  thinking  was  per- 
haps sounded  most  clearly  by  Judge  Edwin  B.  Parker, 
chairman  of  the  board  of  directors  of  the  National 
Chamber,  in  an  address  at  the  close  of  the  general  ses- 
sion on  Tuesday  morning.  Business  has  a  responsibility 
above  that  of  making  a  profit,  according  to  Judge  Parker. 
The  method  of  the  making  is  of  importance  not  only  to 
the  general  public  but  to  business  itself.  Continued 
growth  and  development  of  business  are  dependent  on 
the  retention  of  its  good  name,  and  the  road  to  avoiding 
restrictive  public  interference  is  through  self-regulation. 
"The  profession  of  business"  is  an  expression  used  re- 
peatedly by  Judge  Parker,  which  characterizes  this  new- 
day  recognition  of  the  importance  of  a  professional  code 
in  trade  and  industry. 

Utility  men  will  find  little  difficulty  in  indorsing 
heartily  this  kind  of  thinking.  Recognition  of  public 
accountability  came  to  transportation  men,  particularly, 
out  of  the  hard  school  of  experience.  How  significant 
is  it,  therefore,  that  general  business  today  voices  its 
recognition  of  a  similar  responsibility  to  the  public  and 
that  its  spokesmen  warn  against  the  perils  of  a  "public- 


762 


ELECTRIC  RAILWAY  JOURNAL 


VoL71,No.\9 


be-damned"  attitude  and  advocate  that  business  men 
and  business  associations  condemn  and  cast  out  of  their 
ranks  those  who  put  expediency  and  immediate  profit 
ahead  of  fair  dealing  and  a  good  name. 

In  the  specific  work  of  the  Transportation  and  Com- 
munications Section  there  is  much  of  direct  interest  to 
local  transportation  men.  Under  the  able  leadership  of 
A.  L.  Humphrey  a  great  -public  service  is  being  per- 
formed. It  is  a  credit  to  the  vision  of  the  local  trans- 
portation industry  that  the  American  Electric  Railway 
Association  executive  committee  held  its  meeting  in 
Washington  during  this  past  week,  and  that  many  rail- 
way executives  from  properties  throughout  the  country 
attended  and  participated  in  the  sessions  of  the  National 
Chamber.  Not  only  this  national  work,  but  also  the 
acivities  of  local  chambers  of  commerce  are  deserving 
of  active  interest  and  participation  by  local  transporta- 
tion companies.  "Teamwork  in  Business"  was  indeed  a 
happy  theme  for  this  year's  national  meeting.  It  is 
exactly  through  that  means — teamwork  between  electric 
railways  and  local  business  men — that  the  pressing  prob- 
lems of  local  transportation  will  be  solved. 


An  Affiliation  That  Will  Mean  Much 
for  the  Industry 

COMBINATION  of  the  Stevens  &  M'ood-Hodenpyl- 
Hardy  interests  in  the  Allied  Power  &  Light  Com- 
pany, with  R.  P.  Stevens  as  its  president,  has  followed 
closely  upon  the  recently  announced  merger  of  the 
Northern  Ohio  and  Penn-Ohio  systems.  The  financial 
details  are  still '  in  the  formative  stage,  but  the  facts 
so  far  made  public  indicate  the  extent  of  the  holdings  of 
the  new  company.  These  are  recapitulated  elsewhere  in 
this  issue.  The  magnitude  of  the  railway  properties 
is  imposing.  The  achievements  of  Mr.  Cobb,  chairman 
of  the  Advisory  Council  of  the  A.E.R.A.,  in  transporta- 
tion are  well  known,  just  as  are  the  achievements  of  Mr. 
Stevens,  now  president  of  the  American  Electric  Railway 
Association,  and  Mr.  Sawyer,  president  of  the  associa- 
tion last  year,  now  president  of  Stevens  &  Wood.  The 
Grand  Rapids  Railway,  included  in  the  Hodenpyl-Hardy 
group  of  properties,  was  last  year's  Coffin  Prize  winner, 
and  the  Penn-Ohio  system,  under  the  direction  of  Stevens 
&  Wood,  was  the  Coffin  Prize  winner  of  1926.  These 
roads,  by  their  very  capture  of  the  Coffin  Award,  are 
properties  which  on  their  own  account  stood  out  at  the 
top  in  many  things  well  done  in  a  competition  that  has 
been  unusually  keen.  Moreover,  as  a  phase  of  their 
activity,  particularly  in  the  case  of  the  Penn-Ohio 
company,  the  place  of  the  bus  in  city,  •  suburban  and 
interurban  service  has  been  most  definitely  fixed. 
It  so  happens  that  a  speech  about  the  electric  rail- 
ways made  by  Mr.  Stevens  before  the  Southwestern 
Association  appears  elsewhere  in  this  issue.  That,  of 
course,  is  a  mere  coincidence,  but  it  does  serve  to  make 
plain,  as  reiterated  in  other  editorial  comment,  the 
progressive  and  militant  attitude  of  the  directing  head 
of  the  new  Allied  Power  &  Light  Company  toward  the 
electric  railways.  Since  the  interests  now  brought  to- 
gether have  been  in  the  forefront  of  those  who  have 
striven  intelligently  and  to  good  purpose  in  the  past  with 
the  electric  railways  included  in  the  systems  with  which 
they  have  been  identified,  it  is  certain  that  the  new 
affiliation  will  mean  much  for  the  industry  as  a  whole. 


Alongside  of  the  Model  T  in  the  Ford 
Museum  at  Dearborn 

NO  LESS  primitive  than  his  model  T  is  the  street 
car  so  graciously  presented  by  President  Porter  of 
the  Brooklyn  City  Railroad  to  Henry  Ford.  It  will  bt, 
placed  in  the  Ford  Museum  in  Dearborn.  If  a  car  evei 
has  qualms  then  this  one  must  have  sensed  its  super- 
session when  Van  Depoele,  the  trolley  pioneer,  installed 
his  line  on  Jamaica  Avenue,  Brooklyn,  back  in  the 
eighties.  The  car  is  redolent  of  the  period  just  after 
the  Civil  War,  of  carpet  bags  and  bombazine.  Since  it 
made  its  first  run  in  1868  and  its  last  in  1897,  it  would 
be  interesting  to  know  how  it  accredited  itself  during  the 
blizzard  of  March  12,  1888,  the  token  by  which  all 
storms  in  New  York  have  since  been  measured.  Many 
persons  remember  the  car's  immediate  successors  even 
if  they  do  not  remember  the  car  itself  or  its  counter- 
parts, which  came  into  general  use  soon  after  the  first 
Brooklyn  line  was  established. 

The  Brooklyn  car  was  in  service  long  before  Deacon 
Richardson  had  begun  to  function  as  president  of  the 
Atlantic  Avenue  Railroad  in  Brooklyn.  And  those 
who  think  that  customer  ownership  is  something  new 
may  mark  well  that  stock  of  the  Brooklyn  City  Rail- 
road of  $10  par  was  sold  from  door  to  door  and  is 
still  of  that  par  value.  During  the  75  years  since  the  car 
was  first  run  the  Brooklyn  City  Railroad  has  never  been 
in  receivership  or  been  reorganized.  That  is  another 
record  in  street  railway,  railroad  or  general  corporation 
finance.  The  car  that  now  goes  to  Dearborn  was  a  model 
in  its  day,  just  as  are  the  cars  in  use  on  the  Brooklyn 
City  Railroad  lines  at  present.  It  well  deserves  the  place 
it  has  attained  at  Dearborn.  It  is  not  so  ancient,  but  it 
is  an  antique  and  a  relic. 


Are  We  Treating  the  Employment 
Question  Scientifically? 

MOST  American  electric  railway  companies  report  a 
.  much  lower  labor  turnover  than  formerly.  At  one 
time,  an  electric  railway  job  was  looked  on  by  many 
employees  as  a  sort  of  stop-gap,  to  be  held  until  some- 
thing better  was  available.  With  automatic  equipment 
which  reduces  the  physical  labor  of  car  operation  and 
with  the  more  congested  streets  of  the  present  time  which 
call  for  greater  mental  alertness,  men  of  higher  grade  are 
seeking  transportation  employment.  Comparatively  high 
wages,  group  insurance  paid  for  by  the  company,  other 
benefits  which  add  to  the  wages  actually  paid,  together 
with  reasonable  guarantee  of  continuous  employment — all 
are  inducements  which  attract  these  men  and  keep  them 
satisfied  with  their  jobs. 

With  this  difference  in  labor  conditions,  the  present  is 
a  good  time  for  railways  to  consider  whether  they  are 
exercising  as  much  care  as  they  might  to  engage  men 
who  are  especially  adapted  to  electric  railway  work. 
When  the  labor  turnover  was  high  and  only  ordinary 
intelligence  was  needed  on  the  car  platform,  no  great 
precautions  were  necessary  in  this  respect.  With  the 
time  and  money  now  spent  by  the  average  company  to 
train  a  man  as  platform  operator,  a  different  condition 
prevails.  If  he  later  proves  unable  to  perform  the  duties 
of  his  position,  the  time  and  money  spent  in  this  training 
are  lost.  It  is  almost,  if  not  quite,  as  important  to  the 
applicant  himself  to  be  rejected  early  rather  than  after 


May  12,  1928 


ELECTRIC  RAILWAY  JOURNAL 


763 


spending  a  month  or  more  trying  to  learn  how  to  do 
something  for  which  he  is  naturally  unfitted. 

The  use  of  psychological  tests  of  applicants  for  em- 
ployment is  the  logical  answer  to  this  problem.  Up  to 
the  time  of  the  war,  when  tests  of  this  kind  were  given 
to  Army  recruits,  their  value  here  was  hardly  understood. 
Even  now,  only  few  companies  have  psychological  tests 
applied  by  their  employment  departments.  European 
electric  railway  companies  have  done  much  more  in  this 
direction,  and  their  efforts  have  brought  prompt  monetary 
return.  Not  only  is  there  an  increase  in  the  proportion 
of  men  who  remain  permanently  in  service  from  among 
I  those  accepted,  but  there  has  been  a  noticeable  decrease 
in  accidents  and  economies  in  other  directions.  As  ex- 
plained in  an  article  in  last  week's  issue,  the  tests  have 
been  applied  to  conductors  and  shop  men,  as  well  as  to 
motormen. 

Few  companies  do  their  purchasing  of  materials  except 
by  specification,  checked  by  test,  but  many  do  not  con- 
sider it  necessary  to  adopt  scientific  methods  in  selecting 
employees.  A  casual  talk  and  the  "once  over"  by  the 
employment  agent  are  considered  all  that  is  necessary  for 
applicants  who  pass  the  medical  examination  and  have 
sufficient  education  to  fill  out  an  application  blank.  But 
there  is  nothing  so  deceptive  as  the  idea  that  a  man's 
qualifications  for  a  particular  job  can  be  told  from  his 
appearance  alone.  Companies  which  have  applied  psy- 
chological principles  to  the  selection  of  new  employees 
report  themselves  satisfied  that  the  method  pays.  This 
being  so,  it  should  be  worth  careful  consideration. 


Platitudes  Put  in  Practice  Pay  Profits 

CO  MANY  things  contained  in  the  report  of  the  Cin- 
O  cmnati,  Hamilton  &  Dayton  Railway  for  1927  deserve 
commendation  that  it  is  necessary  to  proceed  cautiously 
lest  comment  become  a  mere  reiteration  of  the  contents 
of  the  report.  It  was  the  first  full  year  of  operation  of 
the  rehabilitated  road.  Business  was  bad  in  the  Miami 
\'alley  last  year,  just  how  bad  the  report  makes  plain. 
Despite  this,  the  passenger  revenues  of  the  interurban 
line  in  1927  were  2.1  per  cent  in  excess  of  those  of  the 

I  preceding  year,  while  the  total  tons  of  freight  handled 
were  26.2  per  cent  in  excess  of  the  1926  tonnage,  and 
freight  revenues  23.2  per  cent  greater  in  1927  than  in 
1926.  Even  the  Dayton  city  lines  responded  to  improved 
equipment  with  an  increase  in  patronage.  Costs  per  car- 
mile  were  cut,  a  saving  was  made  in  the  bill  for  power, 
and  maintenance  expense  was  reduced. 

These  economies  were  incidental,  however,  to  the  larger 
program  of  intensive  development.  The  record  made 
was  achieved  by  a  dynamic  attitude  that  appraised  at  its 
full  worth  the  results  likely  to  follow  the  provision  of 
more  frequent,  comfortable,  attractive  and  rapid  service 
by  selling  the  service  to  the  car  rider  and  freight  shipper 
through  modern  methods  of  publicity  and  solicitation  and 
the  development  of  new  types  of  service  to  meet  changed 
economic  conditions.  Reduced  thus  to  their  simplest 
terms,  these  sound  like  platitudes.  Many  people  will  dis- 
miss them  as  such,  because  the  imagination  is  lacking  to 
translate  them  into  boxes  of  freight,  crowds  attending  a 
fair,  theater  parties  and  the  mass  of  people  at  all  times 
susceptible  to  exceptional  service  sold  intensively.  It  is 
not  to  be  expected  that  the  achievements  of  the  road  in 
1927  can  be  made  cumulative,  but  it  remains  a  fact  that 
the  Cincinnati,  Hamilton  &  Dayton  Railway  was  not  con- 


verted from  a  decrepit,  obsolete  broken-down  property  to 
one  of  the  most  modern  of  its  kind  in  the  country  by  the 
practice  of  legerdemain.  That  result  was  achieved  by 
vision  that  correctly  appraised  the  possibilities,  followed 
by  an  immense  amount  of  hard  work  and  constant 
vigilance. 

Make  It  Easy  for  the  Passenger 
to  Pay 

'^OT  always  have  we  had  a  buyer's  market  for  local 
1  >l  transportation  service,  such  as  exists  today.  Years 
ago  it  was  a  seller's  market.  Then  people  had  no  auto- 
mobiles of  their  own  and  the  public  transportation 
agencies  had  a  virtual  monopoly.  But  those  days  are 
gone  forever.  Nowadays  we  must  make  it  as  easy  as 
possible  for  the  customer  to  buy  our  wares.  One  of 
the  most  important  factors  in  successful  merchandising 
IS  to  make  it  easy  for  the  customer  to  pay  for  his  pur- 
chase. Merchants  sometimes  do  this  through  encour- 
aging buying  by  partial-payment  plans  and  charge 
accounts.  Obviously,  these  ideas  are  impracticable  in 
selling  transportation  service.  But  every  operating  com- 
pany can  and  should  use  a  system  of  fares  and  fare  col- 
lection that  makes  payment  simple  and  easy  for  the 
passenger. 

With  the  practical  disappearance  of  the  nickel  as  a 
unit  of  fare  the  situation  has  become  worse.  Although 
more  than  200  cities  now  have  a  10-cent  cash  fare,  in 
all  but  seven  of  them  there  is  also  a  reduced-rate  ticket 
or  token  fare  used  by  the  great  majority  of  passengers. 
Since  the  fare  itself  cannot  be  adjusted  merely  to  facil- 
itate payment,  the  transportation  agencies  must  take 
advantage  of  every  possible  means  of  making  it  easy  to 
pay  the  rate  which  has  been  fixed. 

No  general  rule  can  be  laid  down  concerning  the  best 
way  to  do  this.  Use  of  tickets  or  tokens,  however,  is 
undoubtedly  easier  than  payment  by  cash  when  the  latter 
involves  several  coins.  When  tickets  or  tokens  are  used 
nothing  should  be  left  undone  to  make  it  easy  for  the 
passengers  to  buy  them.  A  large  railway  which  for- 
merly sold  four  tokens  for  30  cents  but  refused  to  sell 
two  for  15  cents,  furnishes  a  shining  example  of  what 
not  to  do. 

Real  salesmanship  does  not  place  on  the  passenger  the 
responsibility  for  having  the  correct  fare,  but  rather  tries 
energetically  to  help  him  to  have  it.  In  regard  to 
methods  of  fare  payment,  the  electric  railways  in  this 
country  can  profit  by  the  example  of  those  abroad.  In 
Europe,  where  zone  fares  are  the  rule,  the  problem  is 
exceedingly  complex  as  compared  with  that  in  the  United 
States.  Nevertheless  the  operating  companies  have  gone 
far  to  overcome  the  handicap  by  developing  methods  of 
change-making,  ticket-issuing  and  fare  collection 
These  have  been  worked  out  so  well  that  the  exacting 
requirements  are  met  without  confusion  or  delay 
Among  the  interesting  developments  of  this  kind  are  the 
automatic  change-making  and  ticket-selling  machines 
used  in  London,  recently  described  in  this  paper.  With 
certain  modifications  similar  devices  would  undoubtedly 
prove  useful  on  electric  railways  in  the  United  States 
using  stations  or  prepayment  areas.  Making  change  is 
a  requirement  on  all  systems,  and  selling  tickets  or 
tokens  on  many  of  them.  Whatever  can  be  done  to  facil- 
itate or  expedite  the  process  will  improve  the  service  and 
please  the  patrons. 


By  R.  P.  Stevens 

President  American  Electric  Railway  Association 


IT  SEEMS  to  me  that  no  matter  how  many  of  the 
details  of  our  business  we  discuss,  there  is  one  major 
question  before  us.  It  is  in  the  minds  of  the  men  in 
the  shops  and  on  the  cars ;  in  the  minds  of  the  executives 
administering  the  companies'  affairs;  in  the  minds  of 
those  to  whom  we  must  turn  for  financing;  and,  to  a 
lesser  degree,  in  the  minds  of  the  car  riders.  The  ques- 
tion is:    "What  is  the  future  of  the  street  railways?" 

Are  we  what  we  have  so  vigorously  proclaimed  our- 
selves to  be,  an  essential,  vital,  absolutely  necessary  and 
therefore  a  permanent,  continuing  industry?  Or  are  we 
emulating  the  ostrich  in  its  foolish  habit  of  burying  its 
head  in  the  sand,  and  shutting  off  from  our  vision  in- 
evitable and  unescapable  facts  bearing  down  upon  us 
with  overwhelming  force?  It  is  an  important  question, 
not  only  to  us,  but  to  the  public. 

First,  why  does  the  question  arise?  The  answer  to 
this  is  simple — it  arises  because  some  20,000,000  private 
automobiles  are  being  operated  in  the  United  States  and 
because  there  will  be  an  increase  in  this  number  for  at 
least  several  years.  These  private  automobiles  have 
taken  a  considerable  part  of  the  trafific  which  otherwise 
would  have  been  carried  in  street  cars.  The  question  of 
the  future  of  electric  railways  is  also  kept  before  us 
by  the  heated  argument  going  on  within  our  ranks 
between  the  old  stand-patters  and  the  bus-acclaiming 
element.  This  is  unfortunate — it  reminds  me  of  a  young 
boy,  who,  hearing  two  cats  in  a  terrible  rumpus  in  the 
back  yard,  said  to  his  father,  "I  guess  those  cats  are 
tearing  each  other  to  pieces."  "No,  son,"  replied  his 
father,  "they're  just  getting  better  acquainted."  So  with 
the  bus  controversy.  It  has  cost  us  millions  of  dollars 
to  learn — and  that  only  recently — the  economic  limita- 
tions as  well  as  the  advantages  of  the  bus  in  handling 
public  transportation  business. 

The  question  arises  also  because  of  the  occasional 
abandonments  of  small  street  railway  systems  that  never 
had  any  economic  justification.  For  example,  not  long 
ago  it  was  heralded  all  over  the  United  States  that  "the 
last  street  railway  company  in  Nevada"  had  ceased  oper- 
ating. The  public  could  not  be  expected  to  know  that 
there  never  had  been  more  than  one  street  railway  in 
Nevada,  and  that  that  company  never  operated  more  than 
7i  miles  of  track  or  had  more  than  six  cars.  Yet  that 
inconsequential  abandonment  inspired  many  comments 
in  the  public  press  that  added  to  the  public's  uncertainty 
as  to  the  permanence  of  our  industry.  A  large  section 
of  the  public  has  acquired  the  notion  that  the  street  car 
has  outlived  its  usefulness.     There  is  a  very  difficult 


The  Future  of  Electric  Railways 
Is  No  Longer 
in  Question 


President  Stevens  here  throws 
-■■  aside  details  and  strikes  at  the 
fundamental  question  of  the 
future  of  the  electric  railway  in- 
dustry. His  views,  presented  at 
the  recent  meeting  of  the  South- 
western Public  Service  Associa- 
tion in  Dallas,  Tex.,  express  confi- 
dence in  the  industry's  outlook. 
He  holds  that  the  outstanding 
problem  of  public  transportation 
companies  is  that  of  keeping 
abreast  of  the  times. 


psychological  problem  to  be  met,  but  it  is  being  met, 
and  in  due  time  the  erroneous  ideas  which  have  gained 
currency  will  be  eradicated  and  supplanted  by  the  only 
thing  that  can  supplant  them — the  truth.  There  has 
been  too  much  jumping  at  conclusions  with  respect  to 
the  electric  railway  situation,  and  not  enough  analysis 
of  the  facts. 

I  remember  a  friend  of  mine  who  once  said  "My  wife 
is  a  great  athlete — in  fact,  she  holds  the  world's  record 
for  jumping  at  conclusions."  So  with  many  of  those 
who  would  relegate  electric  railways  to  the  scrap  heap. 
Let  us  survey  the  situation.  Most  of  you  attended  the 
A.E.R.A.  convention  in  Cleveland  last  October.  You 
saw  the  largest  exhibit  of  rolling  stock  ever  displayed  at 
an  electric  railway  gathering.  You  saw  new  types  of 
cars,  new  kinds  of  trucks,  new  kinds  of  seats,  new  de- 
signs, new  methods  of  maintenance  of  equipment  and 
tracks.  You  saw  new  types  of  buses,  too,  and  many  of 
you  joined  in  singing  what  might  be  called  the  chorus  of 
the  convention — "The  bus  men  are  making  the  buses  look 
like  street  cars  and  the  street  car  men  are  making  the 
cars  look  like  buses." 

And  that  is  more  or  less  true.  The  electric  railway 
engineer  has  taken  ideas  from  the  automotive  engineer, 
and  the  bus  man  has  profited  by  the  experience  of  the 
electric  railway  engineer.  That  the  bus  manufacturer  is 
adopting  ideas  from  the  street  car  is  not  surprising  to 
experienced  electric  railway  operators.  Nor  is  it  difficult 
to  understand  why  the  car  builder  is  making  his  vehicle 
look  more  like  a  bus.  The  reason  is  largely  psychological. 
The  automotive  vehicle  is  new;  it  is  sleek  and  speedy 
looking ;  it  impresses  the  public  as  being  "modern,"  while 
the  street  car  has  been  a  more  or  less  standardized  vehicle 
making  no  appeal  to  the  unvoiced,  but  none  the  less  real, 
desire  of  the  public  for  "class"  and  "up-to-dateness"  in 
public  transportation  as  well  as  in  clothing,  home  environ- 
ment and  entertainment.  There  are  evidences  every  day 
of  a  great  influence  which  beauty  is  exerting  upon  Amer- 
ican   industry   and   business,   and    in   the   lives   of   the 


764 


Mav  12,  1928 


ELECTRIC  RAILWAY  JOURNAL 


765 


American  people.  We  see  this  every  day  and  must  meet 
it  as  any  other  business  man  would.  A  shrewd  merchant 
carries  the  goods  his  customers  want.  Our  customers, 
the  present-day  Americans,  want  beauty  in  their  trans- 
portation vehicles  as  well  as  in  their  homes  and  home 
furnishings. 

Why  do  people  turn  in  automobiles  a  year  old  for  new 
ones  with  more  artistic  lines?  Why  are  the  symphonies 
and  classical  music  becoming  more  popular  every  year? 
Why  did  Henry  Ford  spend  a  huge  fortune  in  making 
"Lizzy"  look  more  artistic,  and  why  do  they  pay  the 
General  Motors  designer  more  than  they  do  the  Presi- 
dent ?  The  growing  influence  of  the  appeal  of  beauty,  as 
the  artist  knows  it,  is  on  every  hand.  One  characteris- 
tic of  the  American  people  is  that  they  want  to  skate  in 
summer  and  swim  in  winter.  They  want  something  dif- 
ferent— and  they  want  it  now.  Let's  give  them  what  they 
want  in  transportation. 

Hence  the  new  designs  of  street  cars,  while  incorpor- 
ating electrical  and  mechanical  innovations  to  give  more 
efficient  performance,  also  tend  toward  greater  beauty  of 
lines  and  appointments- — toward  more  "class."  It  is 
the  public's  verdict.  Not  only  must  we  have  efficient 
vehicles,  but  we  must  make  them  look  up  to  date.  We 
are  in  the  bobbed-hair,  silk-stocking,  short-skirt  era.  It 
will  not  do  to  continue  offering  the  public  street  cars 
that  remind  it  of  bustles  and  dragging  skirts,  with  shot 
sewn  in  the  hems  lest  a  vagrant  breeze  expose  a  cotton 
stocking  and  a  petticoat.  These  things  smack  of  antiq- 
uity, and  the  public  refuses  to  be  old-fashioned. 

Keeping  in  Style 

It  may  be  true  that  the  old  cars  and  the  old  garments 
were  sturdy,  substantial,  serviceable  goods,  but  that  does 
not  dispel  the  fact  that  they  are  reminiscent  of  pre- 
flapper  days.  Being  out  of  style,  the  public  considers 
them  as  no  longer  useful.  It  will  do  us  no  good  to  regret 
this  fact ;  we  have  to  deal  with  conditions  as  we  find  them 
— not  as  we  might  like  to  have  them.  Therefore  we  are 
trying  to  build  moAtrn-looking  cars,  as  well  as  cars 
equipped  with  modern  mechanical  devices  that  improve 
service.  None  of  us  wants  to  go  back  to  the  skin  and 
bones  type  of  single-truck  safety  car;  but  there  is  an 
opportunity  for  the  car  builder  to  develop  a  small  car 
that  can  be  as  luxurious  as  the  big  fellows  and  that  can 
be  operated  on  a  "car-in-sight"  basis. 

Where  are  we  heading  in  buses?  In  January,  1921, 
sixteen  electric  railways  were  operating  23  buses  on  35 
miles  of  route.  By  October,  1927,  Aera  reported  that 
367  electric  railways  were  operating  8,350  motor  buses  on 
16,722  miles  of  route.  During  all  these  years  of  phenom- 
enal expansion,  the  great  majority  of  electric  railways 
operating  buses  have  reported  that  the  bus  routes  failed 
to  make  money.  The  expansion  of  a  losing  business  is 
rather  paradoxical,  but  it  can  be  explained  on  several 
grounds — some  valid,  some  invalid.  The  most  valid 
ground  for  these  extensions  is  that  many  of  them  are 
"stop-loss"  or,  more  accurately,  "less-loss"  operations. 
They  were  made  to  avoid  the  high  capital  investment  and 
charges  for  new  foundations,  track  and  paving  in  dis- 
tricts with  little  present  or  prospective  business.  There 
are  also  many  installations  that  were  made  because  of 
the  fear  of  competition.  Such  installations  are  regret- 
table because  they  suggest  that  the  public  was  not  prop- 
erly informed  as  to  the  facts  of  transportation  service. 

Some  bus  installations  resulted  from  a  strong  sense 
of  obligation.  It  seemed  so  natural  to  run  a  route 
through  this  or  that  suburban  area;  and  so  easy  to  do 


it.  Unfortunately,  however,  it  costs  quite  an  "out  of 
pocket"  charge  just  to  keep  the  buses  going.  Once 
started,  they  become  part  of  an  established  city-wide 
transportation  system  and  therefore  cannot  be  withdrawn 
with  the  easy  grace  shown  by  the  independent  operator 
who  was  frequently  responsible  for  creating  the  public 
demand  for  bus  service. 

"Rubber  Urge"  Has  Proved  Nonsense 

The  truth  is  that  the  industry  was  overwhelmed  for  a 
time  by  the  so-called  "rubber  urge."  Steel  wheels,  we 
were  told,  were  out  of  date.  The  pleasure  of  the  per- 
sonal car  was  confused  with  the  service  that  would  be 
rendered  by  a  public  utility  vehicle — the  bus — running  on 
rubber  tires.  Bus  salesmen  first  made  themselves  believe, 
and  then  they  made  the  bus  buyer  believe,  that  automo- 
bile owners  who  had  deserted  the  trolley  car  would  be 
drawn  back  by  the  bus.  This  has  proved  sheer  nonsense. 
Ten  minutes  are  ten  minutes,  whether  one  is  waiting  for 
a  trolley  car  or  for  a  motor  bus;  and  if  you  don't  want 
to  wait  ten  minutes,  you  ride  on  neither.  The  present 
bus  situation  is  not  economically  sound — it  cannot  endure 
— it  will  be  sifted  until  the  bus  finds  its  proper  level,  and 
that  is  not,  except  in  small  measure,  in  the  class  of 
service  offered  by  the  street  car.  Think,  for  instance, 
of  the  many  places  in  the  country  where  the  street  rail- 
ways— that  don't  use  the  pavement — pay  for  the  cost  of 
the  paving,  and  the  buses — that  do  use  it — pay  no  such 
proportionate  cost.  Many  of  those  who  predict  that  buses 
are  destined  to  replace  street  cars,  overlook  this  ridcu- 
lous  situation.  Is  it  reasonable  to  believe  that  the  public 
would  remain  blind  to  the  facts  if  buses  were  to  replace 
cars  on  any  such  scale  as  has  been  predicted  by  some 
enthusiasts  ? 

One  case  is  especially  ironical — where  they  do  make  a 
pavement  charge  for  buses.  The  irony  of  it  is  that  those 
buses  are  operated  by  the  street  railway  company.  I  have 
in  mind  the  city  of  Baltimore,  Md.,  where  the  company 
is  paving  for  the  cost  of  the  paving  three  times :  first, 
by  bearing  its  proportion  of  the  city  taxes;  second,  by 
paying  the  cost  of  maintaining  the  paving;  and,  third, 
the  paying  tax  of  the  bus.  Can  this  situation  continue? 
Why,  of  course  not — and,  as  this  unreasonable  state  of 
affairs  becomes  adjusted,  the  bus  may  be  expected  to 
assume  its  proper  place  as  a  high-fare,  preferred  type  of 
service  vehicle  and  not  as  a  mass  transportation  agency. 

That  not  all  bus  men  have  come  to  a  realization  of  the 
full  responsibilities  of  a  public  transportation  purveyor 
is  revealed  by  the  recent  remarks  of  one  leader  in  that 
field.  He  criticized  adversely  the  policy  of  running  a  bus 
route  throughout  the  day  when  only  two  or  four  trips  a 
day  were  self-supporting.  Independent  operators  did  not 
do  things  that  way;  that  was  why  they  prospered.  It 
is  quite  true  that  the  electric  railway  men's  concept  of 
transportation  service  is  to  keep  something  on  the  move 
all  day  long.  One  trip  in  the  morning  and  one  trip  at 
night  does  not  meet  the  responsibility  of  a  mass  trans- 
portation system. 

The  public  expects  steady  service  from  the  organiza- 
tion that  it  associates  with  steady  service.  Not  many 
electric  railways  would  be  permitted  to  operate  on  the 
"now  and  then"  basis  maintained  by  the  independent  bus 
man  who  takes  his  bus  home  to  lunch  with  him  and 
snatches  a  nap  on  the  parlor  sofa  until  it  is  time  to  make 
another  profitable  run. 

By  this  time  we  know  that  the  public  is  more  inter- 
ested in  frequency  and  speed  than  in  whether  it  rides  in 
a  car  or  bus.    If  we  profit  from  our  own  experience  and 


i 


766 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.l9 


Our  Problem 


M' 


that  of  others,  we  will  be  able  to  turn  many  a  present 
bus  loss  into  a  bus  profit  through  nothing  more  startling 
than  the  use  of  smaller  buses  at  proper  rates  of  fares. 

We  are  taking  a  saner,  more  realistic  view  of  the  bus 
question.  We  have  stopped  deluding  ourselves  about  a 
mystic  rubber  urge,  but  are  figuring  closely  what  busi- 
ness we  are  likely  to  get  and  how  much  service  we  can 
give  with  the  most  economical  vehicle.  The  bus  no 
longer  represents  a  serious  problem.  It  has  been  ade- 
quately demonstrated  that  it  must  be  intelligently  co- 
ordinated with  existing  transportation  agencies. 

The  private  automobile 
constitutes  our  most  serious  =!=^^=^^^=^= 
problem,  but  the  very  number 
of  automobiles  that  attempt 
to  use  the  streets  is  forcing  a 
more  intelligent  allotment  of 
street  space.  Our  large  cities 
are  abolishing  parking  in  the 
congested  districts.  The  use 
of  the  public  streets  for  all- 
day  storage  of  private  ve- 
hicles cannot  be  permitted 
forever  in  any  of  our  cities. 
For  one  thing,  it  is  too  costly 
— s treet  space  is  worth 
$10,000  a  square  foot  in  some 
of  our  cities.  For  another,  it 
prevents  the  streets  from 
serving  their  purpose,  that  is, 
from  being  avenues  for  the 
movement  of  traffic.  For 
still  another,  medical  authori- 
ties are  beginning  to  express 
concern  about  the  contamina- 
tion   of    the    atmosphere    in 

city   streets   by   the   exhaust  " 

of   innumerable  automobiles. 

Street  congestion  is  causing  the  public  to  turn  again  to 
the  street  car.  Witness  the  situation  in  Cincinnati,  for 
instance,  where  street  car  traffic  increased  7,500,000  pas- 
sengers in  1927  as  compared  to  1926.  Witness  conditions 
in  almo.st  any  medium-size  city,  where  the  newspapers 
a  few  years  ago  were  declaring  that  the  day  of  the  street 
car  was  gone,  but  where  they  now  are  objecting  to  the 
discontinuance  or  curtailment  of  street  car  service  and  are 
declaring,  quite  properly,  that  the  services  rendered  by  the 
electric  railways  are  necessary,  essential,  indispen.sable. 

There  is  still  another  important  indication  that  the 
private  automobile  has  about  reached  its  maximum  as  a 
destroyer  of  electric  railway  traffic,  and  that  is  the  fact 
that  the  manufacturers  admit  that  most  of  the  vehicles 
they  .sell  are  for  replacement  of  worn-out  cars.  Such 
a  condition  indicates  the  approach  of  the  saturation  point, 
which  in  the  past  was  regarded  as  mythical.  Another 
straw  pointing  the  way  of  the  wind  is  the  price  cutting 
which  is  going  on  in  the  private  car  industry.  Price 
cutting  means  ju.st  one  thing — that  sales  resistance  is 
increasing,  and  it  is  increasing,  in  the  opinion  of  many 
students  of  current  conditions,  chiefly  because  nearly 
everybody  who  can  aflford  an  automobile  already  has  one. 

So  it  .seems  to  me  there  is  good  ground  for  optimism 
in  this  electric  railway  industry  of  ours.  There  is  no 
ground  for  self-complacency,  for  unwise  over-confidence, 
however.  The  automobile  has  taught  the  public  that  it 
is  possible  to  move  swiftly,  comfortably  and  conveniently, 
and  a  public  accustomed  to  that  kind  of  transportation 
will  not  desert  it  for  something  less  convenient  and  less 


^ASS  TRANSPORTATION 
will  continue  to  be  handled 
by  the  electrii  railways  until  some 
other  form  of  transportation  not  now 
known  is  invented  to  take  its  place. 
Our  problem  is  to  keep  abreast  of 
the  times.  We  have  the  brains,  the 
will,  the  energy  and  the  desire  to 
keep  our  industry  abreast  of  the  ex- 
acting requirements  of  the  public, 
and  to  do  so  at  a  profit.    Let's  go. 

— R.  P.  Stevens. 


attractive.  That  is  why  the  whole  electric  railway  indus- 
try today  is  concentrating  on  modernization,  not  only 
modernization  of  equipment  but  also  of  attitude  of  mind 
toward  the  service. 

There  is  a  very  definite  and  pronounced  favorable 
trend  on  the  part  of  the  public  toward  electric  railway 
transportation,  but  in  all  too  many  communities  there  is 
still  the  lack  of  realization  that  to  grow  and  prosper 
every  community  must  have  public  mass  transportation 
facilities.  It  is  up  to  us  to  bring  this  fact  home  to  the 
people.    It  is  our  fault  if  they  do  not  know  it.    I  believe 

more  effort  should  be  made 
to  bring  home  to  communities 
an  adequate  realization  of  the 
predicament  they  would  be  in 
if  they  were  deprived  of  elec- 
tric railway  transportation,  as 
some  surely  will  be  unless 
authorities  co-operate  more 
fully.  We  can  expect  this  co- 
operation only  when  it  is 
backed  by  the  people  of  the 
community. 

I  make  this  statement  ad- 
visedly.    Its  truth  has  been 
taught  by  that  sternest  of 
teachers,  experience.     Phoe- 
nix, Ariz.,  with  26,000  people, 
found    that    electric    railway 
transportation    could    not   be 
dispensed  with.     The  city, 
it.self,  was  obliged  to  furnish 
it.    Look  at  Ashtabula,  Ohio  ; 
at  Athol,  Mass.,  with  only 
10,000  people;   at  Greenfield 
in  the  same  state,  with  only 
~        15,500;    and   a  great   many 
others.     There  are  many  in- 
.stances  of  cities,  not  only  of  medium  size  but  small  cities 
as  well,  that  after  trying  to  get  along  without  street  rail- 
way transportation  found  themselves  compelled  to  pro- 
vide these  facilities  at  the  city's  expense  and  at  a  cost 
invariably  greater  than  under  private  operation. 

The  trend  toward  higher  fares  has  been  definite,  but 
this  is  only  one  of  the  many  ways  communities  can  co- 
operate to  provide  better  transportation  facilities.  I  refer 
to  such  measures  as  relief  from  indirect  taxes  on  the 
car  riders  and  unnecessary  service  requirements  founded 
upon  custom  and  practices  of  the  past,  which  have  no 
reason  for  existence  now,  if  they  ever  had. 

Not  the  least  of  the  handicaps  that  the  cities  can  re- 
move are  traffic  rules  which  hinder  electric  car  operation 
and  cut  down  speed.  Refusal  or  failure  of  city  author- 
ities to  help  provide  faster  schedules  is  a  short-sighted 
policy  most  frequently  encountered  today,  especially  in 
the  .smaller  and  medium-sized  cities.  In  congestion,  a 
street  car  goes  as  fast  as  the  traffic — that  is  all  that  the 
automobile  can  do — so  why  permit  the  automobile,  car- 
rying an  average  of  1.8  pas.sengers,  to  slow  down  street 
traffic  and  cars  carrying   50  or  more  passengers? 

Much  more  could  be  said  to  prove  that  mass  trans- 
portation will  continue  to  be  handled  by  the  electric 
railways  until  some  other  form  of  tran.sportation  not 
now  known  is  invented  to  take  its  place.  Our  problem 
is  to  keep  abreast  of  the  times'.  We  have  the  brains,  the 
will,  the  energy  and  the  desire  to  keep  our  industry 
abreast  of  the  exacting  requirements  of  the  public,  and 
to  do  so  at  a  profit.     Let's  go. 


Members  of  the  Cleveland  Railway 
chorus  and  officials  en  route  to  Pitts- 
burgh to  broadcast  from  radio  sta- 
tion KDKA.  The  news  of  this  was 
published  in  this  paper  for  April  14 


Cleveland  Personnel  Department  Organized  to 

Improve  Employee  Morale 

Welfare,  accident  prevention  and  employment  divisions  of 
department  are  working  toward  merchandising  of  trans- 
portation through  better  trained  employees.  New  retire- 
ment and  benefit  insurance  plans  reduce  labor  turnover 


WITH  the  organization  of  a  complete  personnel 
department  on  July  1,  1927,  the  Cleveland  Rail- 
way has  carried  forward  its  policy  of  perfecting 
its  own  organization  in  the  interest  of  better  public  rela- 
tions. This  move  was  made  at  the  same  time  a  retire- 
ment and  benefit  insurance  plan  was  announced  to  the 
employees  of  the  company.  It  is  believed  that  the  closer 
contact  between  the  management  and  the  great  body  of 
its  employees,  through  which  the  men  in  the  ranks  may 
be  given  a  clear  understanding  of  all  the  policies  and 
ideals  of  the  company,  will  in  great  measure  bring  im- 
provement of  public  relations,  success  in  safety  work  and 
general  efficiency  in  conducting  the  afiiairs  of  the  road. 
The  organization  chart  on  page  768  indicates  that  all 
the  activities  of  the  personnel  department  bear  a  close 
relationship  to  one  another  and  that  employee  relations 
and  public  relations  are  considered  inseparable.  Im- 
provement of  public  relations  through  contact  with  em- 
ployees is  divided  into  two  phases:  (1)  Giving  the 
employee  complete  understanding  of  his  task;  (2) 
creation  of  company  prestige  as  a  background  for  the 
work  of  all  employees. 


A  "contact  club"  has  been  organized  and  a  code  of 
regulations  prepared.  Those  employees  who  are  entitled 
to  membership  in  a  "25-year  service  club"  have  been 
listed.  Several  general  office  employees  are  attending  a 
training  course  conducted  by  the  Cleveland  Recreational 
Council  in  order  to  receive  instruction  in  the  management 
of  social  games  and  activities.  The  organization  of 
athletic  teams  at  various  division  headquarters  is  being 
encouraged,  and  athletic  equipment  is  provided  at  cost 
wherever  possible.  A  chorus  has  been  formed  and  is 
rehearsing  an  oratorio  which  will  be  sung  publicly  in  the 
Cleveland  Masonic  Auditorium  on  May  31.  An  or- 
chestra has  been  organized  in  the  motor  coach  depart-j 
ment  and  already  has  contributed  to  programs  of  social 
gatherings  of  the  different  divisions. 

The  Cleveland  Railway  is  spending  about  4  per  cent 
of  its  payroll  to  provide  a  pension  accrual  for  its  em- 
ployees. The  company's  employees  have  available  now 
not  only  the  recently  adopted  retirement  and  benefit  plan 
which,  for  brevity,  is  referred  to  as  the  Metropolitan 
plan,  but  also  receive  the  benefit  of  group  life  insurance 
placed  with  the  Travelers'  Insurance  Company.     Since 


767 


768 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.l9 


The  Cleveland  Railway  personnel  depart- 
ment has  general  supervision  o£  welfare 
work,  employment  and  training,  accident 
prevention  and  intelligence  work 


VICE-PRESIDENT 


r 


Welfare 
Division 


Superintendent 


Employment 
oind   Training 


Aseistoint 
Superintendent 


Accident 
Prevention 


Intelligence 
DeporFment 


Retirement  and 
benefit  plan 
Group  insurance 
Employees'  ac- 
tivities 
Reorea+lon 
Employees  and 
public  contact 
Educational  ac- 
tivities 
General  welfare 


Selection  and 
schooling 
ro!low-up  of 
service  record 
Interview  of  all 
leaving  employees 
Adjustment  of 
personal  grievances 
Xmployment 
statistics: 
a —  General 
analysis 
b — Transfers 
c —  Absentees 
d — Turn-over 
Working  conditions 


July  1,  1927,  further  group  insurance  benefits  have  been 
made  available.  These  include  an  additional  $500  in 
group  life  insurance,  accidental  death  and  dismember- 
ment insurance,  sick  and  accident  benefits,  and  definite 
retirement  benefits.  All  these  are  handled  on  a  co-opera- 
tive basis.  The  deposits  of  the  employees  go  toward 
payment  of  premiums  from  Aug.  1,  1927.  The  benefits 
now  available  include  group  life,  the  Metropolitan  bene- 
fits, and  state  compensation  in  the  event  of  occupational 
death.  They  are  shown  in  an  accompanying  tabulation. 
In  this  are  listed  the  amounts  that  would  be  received  by 
beneficiaries  of  employees  in  the  event  of  death  after 
various  periods  of  service.  The  maximum  group  life 
insurance  is  paid  after  a  minimum  of  eleven  years  of 
employment. 

Retirement  and  Benefit  Plan  Popular 

The  retirement  and  benefit  plan,  underwritten  by  the 
Metropolitan  Life  Insurance  Company,  was  accepted  by 
90  per  cent  of  the  5,000  employees  48  hours  after  its 
announcement.  In  less  than  one  week  more  than  95  pev 
cent  had  signed  their  application  cards.    The  total  num- 


Office  manage- 
ment 

General  statistics 
Supervision  of 
clerical  -force 
General  assistance 
in  all  tunctions  of 
Superintendent 
Personnel  research 
Library 


Public  accidents 
Personal  injuries 
First  aid 
Safety  education 


Efficiency   of 
fare  collection 
General  in- 
formation 


ber  included  is  now  approaching  100  per  cent  of  all  em- 
ployees.    These  are  graded  according  to  basic  salary  or 

pay- 
Class  B  employees  constitute  more  than  80  per  cent 

of  the  total,  and  hence  are  taken  to  illustrate  the  work- 


table 

I— insurance  protection 

OF 

EMPLOYEE.S   OF 

CLEVELAND  RAILWAY 

Annual 

Years 
of 

Cost  to 
Employee 

Natural 

Non-Occupational 

Occupational 

Service 

Death 

Accidental  Death 

Accidental  Death 

(See  Note) 

i 

$1,250 

■    $3,250 

$9,750 

$4.80 

1,500 

3,500 

10,000 

4.80 

1,600 

3,600 

10,100 

4.80 

1,700 

3,700 

10,200 

4.80 

1,800 

3,800 

10,300 

4.80 

1,900 

3.900 

10.400 

4.80 

2.000 

4,000 

10,500 

4.80 

2,100 

4,100 

10,600 

4.80 

2,200 

4,200 

10,700 

4.80 

2,300 

4,300 

10,800 

4.80 

10 

2,400 

4,400 

10,900 

4  80 

1 1  or  more 

2.500 

4,500 

11,000 

4.80 

Note — The  above  flgures  apply  for  those  listed  in  the  Metro- 
politan plan  a.s  Class  B  employees,  who  pay  $2.50  per  month.  Of 
this  amount  only  40  cent.s  purchases  msurance  for  accidental 
death,  while  the  balance  of  $2.10  purchases  health  and  accident 
Insurance  and  pension  accrual,  which,  at  the  age  of  65,  and  for 
25  years  of  service,  amounts  to  interest  at  6  per  cent  on  $10,000. 
The  total  Insurance  shown  above  Includes  the  Travelers'  group  life 
and  the  state  compensation,  inasmuch  as  the  employee  will  prac- 
tically conceive  that  he  is  receiving  all  of  the  benefits  for  his 
contribution.  Technically,  the  amounts  shown  are  received  for 
$4.80  a  year,  or  it  may  be  said  the  benefits  indicated,  plus  pension 
accruals  and  health  and  accident  protection  to  the  amount  of  $20 
a  weelc,  are  received  for  a  total  cost  of  $30  per  year. 


Fourteen  Cleveland  Railway  employees  who  have  a  combined  service  of  667  years,  an  average  of  47  years  each 


May  12.1928 


ELECTRIC  RAILWAY  JOURNAL 


769 


ings  of  the  plan.     All  active  Class  B  employees,  for  a 
monthly  contribution  of  $2.50,  receive: 

1.  $500  additional  group  life  insurance  (the  Cleveland 
Railway  paying  the  entire  cost). 

2.  $2,000  accidental  death  and  dismemberment  insur- 
ance. 

3.  $20  weekly  sick  benefits. 

4.  $20  weekly  accident  benefits  (non-occupational). 

5.  Monthly  retirement  benefits  for  life,  commencing 
at  age  of  65  after  25  years  of  service,  in  amount  of  $2 
per  month  for  each  year  of  service  up  to  retirement. 

6.  Monthly  disability  retirement  benefits,  provided  at 
least  twenty  years  of  service  have  been  completed,  in 
amount  of  $2  per  month  for  every  year  of  service  up  to 
disability. 

Approximately  100  employees  of  the  Cleveland  Rail- 


SL><^^?u 


TABLE    II— SALARY    BASES    FOR    DETERMINING  DUES    FOR 
PARTICIPATION  IN  BENEFIT  PLANS  OF  CLEVELAND  RAILWAY 

Annual  Basic  Amount  of 

Class                                                          Rate  of  Salary  or  Pay  Monthly  Dues 

A $1,500  and  under  $1.50 

B        I,501to2,100  2.50 

C         2,100to2,700  3.50 

D        2,701  to  4,500  4.50 

E         4,501  andover  6.00 


TABLE  Ill- 
Age, 

Years 

20-25     

-AGES  OF  EMPLOYEES  MAKING  HEALTH  CLAIMS, 
OCT.    30-DEC.    3,    1927 

Number              Age,                                       Number 
of  Claims            Years                                     of  Claims 
5                      50-55                                                      9 

25-30     

10 

55-60 

10 

30-35     

18 

60-65      

9 

35-40         .    .    . 

....                 15 

65-70 

3 

40-45     

11 

70-75 

1 

45-50         .    .      . 

10 

Total 

101 

TABLE  IV— EMPLOYMENT  STATISTICS,  MONTH  OF  NOVEMBER,  1 927 

Motormen  Conductors  Total  Coach 

Inter-  Inter-  Train-  Oper- 

City  urban  City  urban  men  ators 

Applications  received 0  0  1  0  I  25 

Assigned  to  training  school 0  0  0  0  0  29 

Reinstated I  0  0  0  I  0 

Employees  resigned 4  0  6  0  10  0 

discharged , 0  0  0  0  0  2 

died 2  0  0  0  2  0 

pensioned  during . 

month 2  0  0  0  2  0 

failed  to  complete 

training 0  0  1  0  I  0 

Total  trainmen  and  coach  oper- 
ators leaving  the  service ....        8  0  7  0  15  2 

Total  Coach 

Motormen      Conductors      Trainmen        Operators 
1926     1927     1926     1927     1926     1927     1926     1927 
Total    number   of    em- 
ployees    in     service, 
month  of  November      1,538    1,397    1,428    1,376    2,966    2,773       198       207 


The  girl's  basketball  team  is  another  of  the  organizations 
fostered  by  the  company 


way  had  attained  an  age  of  65  on  July  1,  1927,  with 
25  or  more  years  of  service  to  their  credit  and,  therefore, 
were  eligible  for  pension.  A  total  of  85  of  these  men 
have  since  been  pensioned.  In  the  period  between  July 
1,  1927,  and  Jan.  1,  1928,  266  employees  received  bene- 
fits on  account  of  illness  or  accident. 

Employees  Participate  in  Administration 
OF  Benefits 

While  the  administration  of  the  group  life  insurance 
rests  with  the  welfare  division  of  the  personnel  depart- 
ment, the  Metropolitan  plan  represents  a  co-operative 
eflfort  between  the  trainmen  and  the  Cleveland  Railway. 
Therefore,  it  was  found  desirable  to  have  a  joint  admin- 
istration by  the  members  and  the  company.  This  was 
done  through  the  creation  of  a  general  committee  and  an 
advisory  committee.  The  general  committee  is  elected 
by  ballot  by  the  members  within  the  six  major  depart- 
ments. In  determining  the  choice  of  individuals  for  this 
committee  two  elections  are  held,  one  primary  and  the 
other  final.  At  the  latter  election  votes  are  cast  upon  the 
two  employees  receiving  the  highest  number  of  votes  in 
the  primaries. 

The  general  committee  attends  to  routine  administra- 
tive matters,  especially  as  they  involve  the  diflferent  de- 


partments which  the  committeemen  represent,  and 
carries  into  efifect  the  regulations  prescribed  by  the  ad- 
visory committee.  The  latter  committee  consists  of  the 
chairmen  of  the  six  major  department  committees  and 
six  members  who  are  appointed  by  the  president  of  the 
railway.  The  appointed  members  include  the  vice-presi- 
dent and  general  manager,  the  superintendent  of  per- 
sonnel, the  auditor  and  the  chief  surgeon.  From  this 
membership  are  elected  a  chairman  and  a  secretary.  The 
advisory  committee  members  hold  ofifice  for  one  year, 
or  until  their  successors  are  chosen.  This  committee's 
duties  are  to  supervise  the  working  of  the  retirement 
and  benefit  plan  and  to  assist  and  advise  the  general 
committee. 

Membership  in  the  retirement  and  benefit  plan  con- 
sists of  five  classes,  which  are  determined  in  accordance 
with  the  yearly  salary  or  wages.  Any  regular  employee 
of  the  Cleveland  Railway  who  has  been  continuously 
employed  for  six  months  or  more  is  eligible.  The  dues 
are  deducted  monthly  by  the  company  from  the  pay  of 
each  member.  In  the  event  of  death  there  is  paid  to  the 
beneficiary  the  amount  of  group  life  insurance  then  in 
efifect  on  the  life  of  the  insured.  If  death  occurs  acci- 
dentally, additional  insurance  is  paid. 

Notable  Decrease  in  Labor  Turnover 

It  is  interesting  to  note  what  has  been  accomplished 
in  the  comparatively  short  time  the  personnel  department 
has  been  functioning,  not  alone  as  regards  the  work  of 
the  welfare  division,  but  also  with  respect  to  employ- 
ment. There  has  been  a  notable  decrease  in  labor  turn- 
over. The  advantages  of  the  retirement  and  benefit  plan 
naturally  were  not  felt  until  some  time  after  the  an- 
nouncement of  the  plan,  which  was  on  July  18.    Accord- 


770 


ELECTRIC  RAILWAY  JOURNAL 


yol.7l,No.l9 


ingly  the  results  for  the  latter  months  of  the  year  are  the 
better  measures  of  its  efifect  on  labor  turnover. 

Accident  prevention  is  another  phase  of  the  personnel 
department's  work  in  Cleveland.  The  accident  preven- 
tion division,  which  was  actually  functioning  before  the 
organization  of  the  personnel  department  on  July  1,  was 
subsequently  included  as  a  division  of  that  department. 
During  the  latter  months  of  1927  there  was  a  notable 
reduction  in  accidents.  The  1,081  accidents  reported  by 
the  stations  for  November  are  41  less  than  occurred  in 
the  previous  month,  and  266  less  than  in  November  of 
the  year  previous. 

Throughout  the  Cleveland  Railway  organization  there 
has  been  growing  an  appreciation  of  the  value  of  the 
personnel  department's  work.  Special  effort  is  being 
made  to  keep  employees  advised  of  definite  instances 
where  the  welfare  division  has  beeri  of  general  assistance 
to  the  company's  men.  All  this  is  predicated  upon  the 
idea  that  the  development  of  a  contented  and  efficient 
body  of  employees  is  contingent  on  keeping  them  in  the 
best  of  health  and  free  from  mental  worries. 


Novel  Merchandising  Method 
Employed  by  LC&E, 

IN  SOLVING  the  problem  of  how  to  present  most 
effectively  direct  information  to  various  traffic  groups, 
civic  organizations  and  large  freight  shipf)ers  of  Dayton, 
Ohio,  William  R.  HufTer,  traffic  manager  Indiana, 
Columbus  &  Eastern  Traction  Company,  developed  a 
novel  merchandising  idea.  His  plan  is  to  bring  before 
the  shippers  a  picture  of  the  company's  service,  and 
for  this  purpose  he  has  invented  "A  Sample  Case  of 
Electric  Railways."  The  method  of  using  the  sample 
case  to  bring  the  information  before  the  shipper  is  well 
organized  and  effective. 

Having  in  mind  the  personal  contact  wherever  possible 
in  their  sales  activities,  the  I.  C.  &  E.  traffic  men  utilize 
the  telephone  for  appointments  with  shippers.    Conversa- 


tion is  brief  and  to  the  point,  stressing  the  idea  that 
within  the  short  interval  of  seven  minutes  time  the  con- 
tents of  an  electric  railway  sample  case  may  be  displayed 
to  the  mutual  advantage  of  both  shipper  and  carrier. 

Promptly  at  the  appointed  time,  the  I.  C.  &  E.  rep- 
resentative arrives,  carrying  a  neat,  compact  case  whose 
appearance  harmonizes  with  the  best  of  office  equipment. 
Proceeding  without  unnecessary  delay,  he  places  the  case 
on  an  office  desk  or  chair.  The  plush-lined  lid  is  opened 
downward,  revealing  a  colored  beaverboard  map  showing 
the  electric  railway  service  via  the  I.  C.  &  E.  lines  to  and 
from  Dayton,  Ohio.  A  total  of  40  miniature  electric 
lamps  locate  the  cities  on  the  map,  indicating  first, 
second  and  third  morning  service  according  to  the  colors 
of  the  electric  lamps,  which  are  red,  green  and  orange, 
respectively.  Dayton,  Ohio,  the  point  of  orientation,  is 
indicated  by  a  white  lamp.  A  small  three-pole  electric 
switch  is  located  in  the  upper  right-hand  corner  of  the 
map.  Placing  himself  convenient  to  this,  and  lighting  the 
single  white  lamp  indicating  Dayton,  Ohio,  the  repre- 
sentative begins  his  talk. 

The  sample  case  was  built  for  use  of  traffic  men  at 
Da>ton  only.  However,  the  maps,  as  may  be  constructed 
for  use  in  other  districts,  are  interchangeable.  Thus  with 
a  series  of  the  beaverboard  maps,  properly  wired  to 
illtiminate  the  electric  lamps,  indicating  first,  second  or 
third  day  delivery  to  and  from  other  districts  in  the 
territory,  the  company  would  be  in  a  position  to  use  the 
sample  case  at  any  point  for  demonstration. 

Dimensions  of  the  case  when  closed  are  41^x27x7  in. 
It  is  made  of  strong  light-weight  wood  covered  with 
Pantasote.  It  has  brass  fittings  and  a  leather  carrying 
handle.  The  map  frame  is  of  mahogany  and  the  lid  and 
inside  are  lined  with  green  plu.sh.  A  three-pole  auto- 
matic switch  control  for  the  lamps  is  located  in  one 
of  the  upper  corners,  convenient  for  the  operator.  Elec- 
tric railway  lines  on  the  beaverboard  map  are  painted 
in  red,  stations  are  named  in  black,  and  lakes  and  rivers 
are  in  blue.  The  map  is  hinged  at  the  bottom  so  that 
the  wiring  and  battery  compartments  in  the  rear  of  the 
case  can  be  easily  reached.  Dry  cell  batteries  furnish 
current  for  illuminating  the  41  small  lamps. 


At  left— Closed  caie  being  carried  into  a  business  house  for  demonstration.  Dimensions  of  the  case  thus  closed  are  4Uix27x7  in. 
At  right— Actual  demonstration  of  the  sample  case.  By  lighting  the  three  series  of  lamps,  the  demonstrator  indicates  the  points 
or  first,  second  and  third  morning  service,  respectively 


Model 

Municipal  Traffic  Ordinance 

Proposed 

Many  provisions  directly  affecting  the  operation 
of  street  cars  and  buses  are  included  in  the  tenta- 
tive draft  prepared  by  a  committee  of  the  National 
Conference    on    Street    and    Highway    Safety 


SUPPLEMENTING  the  uniform  vehicle  code  ap- 
proved by  the  National  Conference  on  Street  and 
Highway  Safety  at  its  meeting  in  1926,  a  tentative 
draft  of  a  model  municipal  traffic  ordinance  has  now  been 
prepared  Gy  a  committee  appointed  for  this  purpose  by 
Secretary  of  Commerce  Hoover.  This  model  ordinance 
covers  such  purely  local  matters  as  the  authority  of  local 
police  in  the  direction  and  control  of  traffic,  the  erection 
of  necessary  signs  and  signals,  parking  regulations,  spe- 
cial rules  for  the  protection  of  pedestrians  and  certain 
driving  rules  peculiarly  necessary  on  city  streets.  Many 
of  these  provisions  directly  affect  the  operation  of  street 
cars  and  buses. 

During  the  past  summer  and  fall  the  committee  car- 
ried on  preliminary  work,  including  an  analysis  of  the 
traffic  ordinances  of  100  American  cities  together  with 
the  model  ordinances  existing  in  several  states  and  a  study 
of  the  subject  matter  appropriate  for  an  ordinance  adapt- 
able to  the  needs  of  municipalities  throughout  the  coun- 
try. At  a  meeting  in  Washington  Dec.  7-10  the 
committee  developed  this  material  into  a  preliminary 
draft.  This  has  since  been  further  revised  by  the  com- 
mittee and  put  into  tentative  form  for  criticism  and 
comment. 

It  is  reconmiended  by  the  committee  that  the  regula- 
tions be  as  simple  and  few  in  number  as  possible  and 
that  they  be  reasonably  designed  to  increase  safety  and 
at  the  same  time  facilitate  the  movement  of  traffic.  It 
is  believed  that  reasonable  regulations  so  designed  will 
command  respect  and  will,  to  a  large  extent,  be  self- 
enforcing.  On  the  other  hand,  unreasonable  or  unduly 
restrictive  measures  arouse  resentment  and  invite  dis- 
obedience and  cannot  be  enforced  by  an  army  of  traffic 
officers. 

Official  Traffic  Signs  Needed 

When  a  municipality  adopts  and  proceeds  to  enforce 
even  the  sim])lest  traffic  ordinance,  it  is  impossible  for 
the  public  to  bear  in  mind  all  of  the  regulations  with 
reference  to  parking  and  other  matters,  and  the  necessity 
is  apparent  for  the  erection  of  signs  and  signals  and  the 
placing  of  markings  to  give  immediate  and  constant 
notice  of  regulations.  There  is  need  for  such  indications 
as  parking  time  limits,  places  where  parking  is  prohibited, 
and  through  streets  at  the  entrances  to  which  stops  are 
required — not  merely  for  the  benefit  of  residents  of  the 
locality  but  to  give  notice  to  visitors  in  the  community. 

It  is  highly  desirable  that  all  official  traffic  signs  and 
signals  erected  under  the  ordinance  be  uniform  as  far 
as  practicable  for  particular  purposes  throughout  the  city. 
It  is  also  desirable  that  they  be  standardized  and  conform 
as   far  as   possible  with   those   of   other  municipalities. 


When  every  municipality  adopts  the  same  general  sys- 
tem of  signs,  markings  and  signals,  the  motor  tourist  as 
well  as  the  pedestrian  visitor  will  readily  recognize  and 
may  be  expected  to  observe  the  regulations  in  whatever 
municipality  he  may  find  himself.  It  is  recommended, 
therefore,  that  the  City  Council  or  other  local  authority, 
when  determining  the  character  of  official  traffic  signs  and 
signals,  give  careful  consideration  to  and  if  possible  adopt 
the  standard  system  of  signs  recently  recommended  by 
the  American  Engineering  Council,  which  was  prepared 
by  a  committee  appointed  by  that  body  at  the  request  of 
the  National  Conference  on  Street  and  Highway  Safety. 

Traffic  Control  Signals  Discussed 

The  utility  of  traffic  control  signals  depends  primarily 
upon  the  judgment  with  which  they  are  installed  and 
operated.  In  considering  traffic  signals  it  should  always 
be  remembered  that  they  stop  as  well  as  pass  traffic,  and 
municipalities  may  well  proceed  slowly  and  act  only  upon 
definite  traffic  analyses.  Signals  should  be  installed  only 
at  those  intersections  where  there  is  a  real  need  for  them 
and  where  they  will  be  of  real  benefit,  for  either  or  both 
of  the  following  reasons :  ( 1 )  Where  the  volume  of 
traffic  is  so  large  as  to  prevent  free  movement,  and 
traffic  will  be  facilitatel  by  such  signals;  (2)  where  they 
are  needed  to  safeguard  pedestrians.  It  should  not  be 
assumed,  however,  that  every  intersection  where  accidents 
occur  necessarily  requires  a  traffic  signal ;  it  may  be  that 
the  hazard  can  be  better  removed  by  other  means.  Where 
not  required  for  safety,  signals  should  be  installed  only 
where  it  is  reasonably  certain  that  they  will  expedite 
rather  than  delay  the  traffic. 

The  report  points  out  that  the  utility  of  a  traffic  signal 
depends  upon  the  accuracy  with  which  it  is  adjusted  to 
traffic  requirements.  The  progressive  system  is  generally 
considered  to  be  the  most  satisfactory.  Its  application 
to  any  particular  street  or  district,  however,  requires 
careful  engineering  study  of  the  amount  and  character 
of  traffic  and  other  conditions  to  insure  proper  location 
and  timing  of  the  signals.  When  so  laid  out  the  progres- 
sive system  permits  moving  a  greater  volume  of  traffic, 
at  a  higher  average  speed,  with  greater  safety,  than  any 
other. 

At  present  the  practice  of  cities  and  the  opinion  of 
traffic  engineers  are  divided  between  the  three-color  and 
the  two-color  control  systems,  the  former  being  sub- 
divided into  the  "full  amber,"  in  which  the  amber  is  used 
at  all  changes,  and  the  "split  amber,"  in  which  the  amber 
is  used  only  following  the  green. 

It  is  not  now  possible,  the  report  states,  to  forecast 
which  of  these  systems  will  eventually  predominate.  It 
is,  however,  very  desirable  and  entirely  practicable  that 


771 


772 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.l9 


whichever  system  is  used  the  color  indications  shall  have 
standard  meanings. 

The  total  length  of  the  cycle,  as  well  as  the  division  of 
the  cycle  between  the  two  (or  more)  directions,  should 
be  determined  by  careful  analysis  of  the  traffic  and  other 
conditions.  In  general,  a  fairly  short  cycle  is  recom- 
mended— say  40  to  80  seconds  for  ordinary  conditions. 
The  use  of  cycles  as  long  as  three  minutes,  of  which  per- 
haps two  minutes  are  devoted  to  one  direction,  encourages 
violation  by  both  pedestrians  and  motorists  and  delays 
traffic.  With  a  short  cycle,  the  approaching  motorist  can 
so  gage  his  speed,  from  a  distance  of  one  or  two  blocks, 
that  he  will  reach  the  intersection  on  the  "Go"  signal 
and  thus  avoid  having  to  stop  at  all. 

The  ordinance  provides  that  all  movements,  including 
turning  movements,  shall  ordinarily  be  made  on  the  green 
light.  In  some  cities  right  turns  are  permitted  on  the 
red  as  well  as  on  the  green  light.  Some  of  the  ordinances 
permitting  this  require  that  before  making  the  turn  on 
the  red  light  the  driver  shall  first  stop  at  the  crosswalk, 
and  shall  make  the  turn  with  special  regard  for  the  safety 
of  pedestrians  and  other  vehicles.  Others  do  not  even 
require  the  preliminary  stop.  This  practice  is  not  recom- 
mended because  it  violates  the  standard  significance  of 
the  red  light. 

Protection  of  Pedestrians 

One  section  of  the  ordinance  authorizes  the  marking  of 
crosswalks  at  intersections  where  there  is  particular 
danger  to  pedestrians  crossing  the  roadway.  Marked 
pedestrian  crosswalks  at  intersections  serve  two  purposes. 
They  influence  pedestrians  to  use  such  crosswalks  and  to 
avoid  crossing  roadways  at  other  points.  Also,  a  marked 
crosswalk  serves  to  emphasize  and  to  incite  obedience  on 
the  part  of  drivers  of  vehicles  to  the  recommended  rule 
that  vehicular  travel  shall  yield  the  right  of  way  to  pedes- 
trians crossing  at  intersections. 

Although  the  ordinance  advisedly  makes  no  provision 
for  pedestrian  tunnels,  it  is  recommended  that  every 
municipality  having  large  vehicular  movement  upon  its 
streets,  with  corresponding  volume  of  pedestrian  move- 
ment across  streets,  give  consideration  to  the  installation 
of  pedestrian  tunnels  underneath  roadways.  Certain 
municipalities  have  constructed  such  tunnels  adjacent  to 
schools.  The  financial  outlay  has  been  returned  many 
times  in  increased  safety  to  school  children  and  in  facil- 
itating vehicular  travel  on  roadways.  The  routing  of 
vehicular  and  pedestrian  movement  on  different  levels 
avoids  conflict  between  such  respective  movements  and 
is  obviously  more  effective  than  any  possible  means  of 
control  of  the  two  kinds  of  movement  on  the  same  level 
within  the  same  area. 

Safety  Zones  Recommended 

The  placing  of  safety  zones  at  street  car  stops  has 
proved  of  the  utmost  value  in  the  protection  of  persons 
boarding  or  alighting  from  street  cars,  and  in  speeding 
up  street  car  loading.  The  movement  of  vehicular  traffic 
past  a  standing  street  car  is  also  facilitated.  .Safety 
zones,  or  isles  of  safety,  placed  in  the  centers  of  wide 
thoroughfares,  have  also  been  advantageous  to  pedes- 
trians crossing  such  thoroughfares. 

Safety  zones  in  crosswalks  are  also  desirable  in  or  near 
the  centers  of  wide  roadways  where  there  is  heavy  move- 
ment of  both  vehicles  and  pedestrians,  to  afford  a  place 
of  refuge  for  pedestrians  unable  to  get  entirely  across 
the  street  before  the  signal  changes,  and  also  for  pedes- 
trians at  uncontrolled  intersections. 


One  of  the  most  dangerous  conflicts  between  street 
cars  and  motor  vehicles  is  to  be  found  where  vehicles 
pass  street  cars  loading  or  unloading  passengers.  To  per- 
mit this  without  regulation  would  create  a  great  hazard 
for  pedestrians.  On  the  other  hand,  to  entirely  prohibit 
vehicles  from  passing  any  standing  street  car  would  un- 
reasonably and  unnecessarily  hamper  traffic  flow.  It  is 
desirable  that  an  effort  be  made  to  adjust  these  unwise 
extremes.  The  committee  submits  two  alternative  sec- 
tions on  this  subject,  the  first  taken  verbatim  from  the 
uniform  vehicle  code,  and  a  revised  section  which  it 
recommends  as  tending  to  expedite  traffic  without  in- 
creasing the  hazard  to  street  car  passengers.  The  alter- 
nate section  requires  motorists  to  stop  behind  the  nearest 
running  board  or  door  of  a  standing  street  car  until  pas- 
sengers have  boarded  or  reached  a  place  of  safety,  except 
that  where  a  safety  zone  has  been  established  vehicles 
may  proceed  past  a  street  car  at  a  speed  not  greater  than 
is  reasonable  or  proper  and  with  due  caution  for  the 
safety  of  pedestrians. 

Street  Car  Operation  in  Relation  to 
Other  Traffic 

It  is  desirable  that  proper  regulation  prevent,  so  far 
as  possible,  conflict  between  street  car  and  other  vehicular 
traffic.  Street  car  movement  is,  of  course,  limited  to  rails 
located  in  the  street.  This  is  one  of  the  most  important 
factors  to  be  considered  in  adjusting  the  relationship  be- 
tween such  cars  and  other  vehicles.  While  it  is  recog- 
nized that  street  railway  companies  are  not  granted 
exclusive  right  to  the  use  of  a  portion  of  a  public  street, 
nevertheless,  motor  vehicle  operation  should  not  be  per- 
mitted to  unduly  interfere  with  the  free  use  of  the  track 
area  by  street  cars.  The  ordinance  declares  it  unlawful 
for  the  operator  of  a  vehicle  proceeding  immediately  in 
front  of  a  street  car  to  fail  to  turn  off  the  tracks  as  soon  as 
practicable  after  signal  from  the  operator  of  the  street  car. 

Street  Cars  at  Intersections 

In  view  of  the  difficulty  in  promptly  stopping  a  street 
car,  the  ordinance  declares  that 

"When  a  street  car  has  started  to  cross  an  intersection, 
no  operator  shall  drive  upon  the  car  tracks  in  front  of 
the  street  car." 

It  is  recommended  that  street  cars  be  required  to  obey 
the  "Stop"  rule  at  through  streets  and  traffic  control  sig- 
nals at  intersections.  Numerous  accidents  have  occurred 
by  reason  of  fast  movement  of  street  cars  proceeding 
in  opposite  directions  and  passing  each  other  within  street 
intersections.  Operators  of  other  vehicles  observe  and 
await  the  passage  of  a  street  car  from  one  direction  and 
upon  proceeding  across  the  intersection  are  struck  by  a 
rapidly  approaching  street  car  from  the  opposite  direction. 

Many  street  railway  companies  have  regulations  re- 
quiring motormen  to  exercise  special  caution  on  passing 
other  street  cars  within  intersections,  and  such  regula- 
tions are  highly  desirable.  Slowing  down  and  ringing  of 
a  bell  should  be  the  minimum  of  precaution  to  be  exer- 
cised under  such  circumstances. 

Driving  Through  Safety  Zones 

The  ordinance  declares  it  unlawful  for  the  operator 
of  a  vehicle  at  any  time  to  drive  the  same  over  or 
through  a  safety  zone.  In  some  cities  vehicles  are  per- 
mitted to  drive  through  safety  zones  indicated  only  by 
markings  when  they  are  not  occupied  by  pedestrians.  The 
committee  believes,  however,  that  this  practice  is  fraught 
with  danger  to  pedestrians  about  to  enter  the  zone,  and 


Mav  12. 1928 


EIJ^CJ'TRIC  RAILWAY  JOURNAL 


773 


that  it  is  unsafe  to  leave  the  matter  to  the  discretion  of 
the  motorist. 

The  committee  believes  that  municipal  authorities  and 
street  railway  companies  should  determine  the  location 
of  street  car  stops  in  such  places  as  to  afford  convenience 
to  patrons  and  at  the  same  time  the  least  obstruction  to 
other  traffic.  Particularly,  street  cars,  whether  operated 
singly  or  in  trains,  should  not  stop  for  the  boarding  or 
alighting  of  passengers  at  places  where  any  part  of  the 
street  car  remains  or  extends  into  any  street  intersection. 

Bus  Lines  and  Taxicabs  Included 

The  proposed  model  traffic  ordinance  is  by  its  terms 
applicable  to  all  motor  traffic,  including  public  buses,  taxi- 
cabs  and  hackneys  operated  on  the  public  streets  and 
highways.  It  is  thought  that  all  of  the  usual  rules  and 
regulations  designed  to  facilitate  the  movement  of  traffic 
and  to  increase  safety  should  apply  to  buses,  taxicabs 
and  hackneys. 

Stopping,  Standing  and  Parking 

Present  city  traffic  ordinances  disclose  a  multitude  of 
regulations  with  reference  to  stopping,  standing  and 
parking  on  city  streets.  Perhaps  no  phase  of  traffic  regu- 
lation has  occasioned  more  heated  debate,  irritation  and 
violation  of  regulations  than  those  pertaining  to  parking. 

Public  highways  are  required  and  dedicated  primarily 
for  purposes  of  public  travel.  However,  the  stopping 
and  standing  of  a  vehicle  when  the  owner  has  reached 
his  destination  is  a  necessary  incident  to  this  proper  use 
of  the  vehicle.  In  so  far  as  the  parking  or  stopping  of 
vehicles  adjacent  to  curbs  does  not  seriously  interfere 
with  other  uses  of  the  roadway,  such  parking  or  stopping 
is  advantageous.  When  it  seriously  interferes  with  the 
necessary  use  of  street  areas  for  moving  vehicles  it  must 
give  way  to  the  primary  use.  Likewise,  unlimited  park- 
ing or  dead  storage  of  vehicles  adjacent  to  curbs  should 
not  be  allowed  when  this  interferes  with  a  greater  need 
of  the  use  of  such  area  by  a  larger  number  of  op)erators 
of  vehicles  desirous  of  stopping  temporarily  for  purposes 
of  loading  or  unloading.  Also,  parking  or  even  stopping 
should  be  prohibited  in  certain  areas  where  the  mere 
presence  of  a  standing  vehicle  occasions  danger  to  users 
of  the  highway,  or  causes  unreasonable  interference  with 
traffic  movement. 

Street  Terminals  Condemned 

The  subject  of  the  use  of  streets  by  public  carriers  for 
terminal  or  switching  purposes  has  received  careful  con- 
sideration by  the  committee,  but  because  it  was  found 
that  conditions  were  so  radically  different  throughout  the 
country  it  was  thought  inadvisable  to  incorporate  in  the 
ordinance  a  provision  prohibiting  such  use.  The  com- 
mittee believes,  however,  that  the  use  by  steam  and  inter- 
urban  electric  railways  of  portions  of  the  streets  in  some 
municipalities    for  terminal   or   switching  purposes   has 


become  a  serious  interference  with  traffic  and,  therefore, 
recommends  to  all  municipalities  that  the  use  of  the 
streets  in  congested  areas  by  rail  carriers  for  terminal 
or  switching  purposes  be  otherwise  provided  for  as 
rapidly  as  practicable. 

Many  other  subjects  also  are  treated  in  the  proposed 
ordinance.  These  include  the  authority  of  the  police, 
rules  for  the  operation  of  vehicles,  penalties  and  proce- 
dure on  arrest.  It  is  recommended  that  municipal  ordi- 
nances in  the  main  be  supplemental  to  state  law 
provisions,  and  that  the  latter  be  repeated  only  where 
.constitutional  provisions  require  such  repetition  in  order 
to  obtain  local  enforcement. 


New  Seating  Arrangement  for 
Pittsburgh  Interurban 


Seats  in  the  parlor  compartment  are  upholstered  in  green  plush, 
with  leather  arm  rests,  as  shown.  The  seats  in  the  smoking 
compartment  are  upholstered  in  green  leather 


ONE  of  the  interurban  cars  of  the  Pittsburgh  Rail- 
ways, in  service  on  the  Washington  line,  has  been 
equipped  with  individual  bucket  type  seats,  arranged 
differently  from  any  previous  type.  After  a  two  weeks 
trial  the  decision  was  made  to  equip  in  a  similar  manner 
the  remaining  fifteen  interurban  cars  of  the  3700  series. 
They  will  be  used  on  both  the  Washington  and  Charleroi 
lines. 

The  seats  are  arranged  in  a  single  row  along  one  side 
of  the  car  and  in  pairs  along  the  other  side.  Those  in 
the  single  row  are  placed  at  an  angle  of  45  deg.  with  the 
side  of  the  car,  while  the  pairs  of  seats  are  transverse. 
In  the  parlor  or  rear  portion  of  the  car  the  single  row 
is  on  the  right-hand  side,  while  in  the  smoker  or  front 
portion  the  single  row  is  on  the  left. 


The  seats  are  arranged  in  a  single  row  at  an  angle  of  45  deg.  on  one  side,  and  in  pairs,  transversely,  on  the  other  side 


M 


774 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.l9 


Of  the  54  seats  in  the  interurban  car,  45  are  of  the 
individual  bucket  type.  Those  in  the  parlor  compartment 
have  green  plush  cushions,  plush  backs  and  green  leather 
on  the  arm  rests  and  the  seat  back  edges.  Those  in  the 
smoking  compartment  have  green  leather  cushions,  cane 
backs  and  green  leather  arm  rests  and  back  trim. 

In  the  Sept.  24,  1927,  issue  of  the  Journal,  a  chair 
car  of  the  Pittsburgh  Railways  was  described,  which  also 
uses  the  bucket  type  of  seat  but  the  seating  arrangement 
of  which  differs  in  some  respects.  This  car  has  two 
rows  of  single  seats  arranged  in  "sawtooth"  manner,  as 


the  single  row  in  the  latest  type.  The  seats  themselves 
are  somewhat  different  in  that  they  have  leather  cushions, 
cane  back  seats,  wooden  arm  rests  and  a  statuary  bronze 
binding  along  the  edges  of  the  seat  backs.  The  company 
received  a  considerable  number  of  commendatory  letters 
from  patrons  concerning  this  car.  Fourteen  additional 
cars  are  being  equipped  with  the  same  seating  arrange- 
ment and  some  others  with  various  combinations  of  the 
individual  seat  and  the  present  cross-seat.  Both  leather 
and  green  plush  cushions  are  being  furnished,  to  deter- 
mine the  combination  best  liked  by  the  patrons. 


Using  the  Billboard  to  Prevent  Accidents 

Signboards  erected  by  the  Lehigh  Valley  Transit  Company  at  hazardous 

points  along  the  system  have  proved  effective  in  warning 

motorists  and  children  of  attendant  dangers 


FATAL  accidents  practically  have  been  eliminated  and 
minor  accidents  reduced  surprisingly  on  the  lines  of 
the  Lehigh  Valley  Transit  Company,  Allentowh,  Pa.,  by 
erecting  billboards  with  safety  messages  and  pursuing  a 
rigid  safety  policy.  The  billboards  have  proved  a  wise 
investment  since  claims  and  subsequent  lawsuits  have 
been  avoided,  and  the  cost  of  repairing  damaged  rolling 
stock  reduced.  In  addition,  the  move  has  created  much 
favorable  comment  on  the  outside  and  is  serving  as  an 
effective  public  relations  measure. 

On  the  extensive  system  of  the  Lehigh  Valley  there 
are  many  dangerous  points  at  which  trolley  crews  had 
been  warned  to  exercise  extreme  caution.  Because  of 
the  recklessness  and  lack  of  consideration  of  the  other 
party,  the  warnings  proved  of  no  avail.  The  company, 
therefore,  decided  to  bring  its  message  before  the  public. 
Billboards  were  advocated  as  the  best  medium  and  were 
erected  at  all  the  critical  points.  The  billboards  are 
very  large,  are  brightly  colored  and  bear  forceful  mes- 
sages. 

One  of  the  boards  was  constructed  in  a  heavily  popu- 


lated district  at  a  point  where  children  were  accustomed 
to  play  in  the  streets  and  where  once  a  little  boy  was 
decapitated  by  a  passing  car.  The  poster  pictures  two 
boys  skating  dangerously  close  to  an  approaching  street 
car  and  bears  the  message,  "Streets  are  not  playgrounds." 
Another  was  erected  at  a  place  between  AUentown  and 
Bethlehem,  where  automobile  traffic  is  very  large  and 
where  several  people  have  been  hit  in  passing  behind 
trolleys.  "Auto  drivers — watch  the  kiddies"  is  the  warn- 
ing this  board  gives.  It  depicts  a  mother  and  her  two 
children  passing  around  the  rear  of  a  trolley  and  about 
to  step  into  the  path  of  a  moving  automobile. 

There  are  several  grade  crossings  on  the  Liberty  Bell 
Route  to  Philadelphia  that  are  now  protected  by  the 
signboards.  One  of  these  cautions  "Don't  be  a  victim- 
stop  and  look."  It  shows  an  automobile  just  escaping 
being  hit  by  a  two-car  Philadelphia  limited.  Another, 
showing  a  similar  escape,  reads  "Some  time  you  will 
lose." 

The  big  reduction  in  accidents  effected  by  these  sign- 
boards has  caused  much  comment  by  safety  officials  of 

eastern  Pennsylvania.  Children 
playing  along  the  route  are  be- 
ng  guarded  more  closely  by 
police,  and  motorists  are  exer- 
cising more  care.  The  thought- 
fulness  of  the  company  in 
guarding  the  public  is  being 
a]3preciated.  The  department 
of  safety  of  the  company  is. 
headed  by  Edwin  C.  Spring. 


fmm 


DON'T  BE  A  VICTIM -STOP  &  LOOK 

DLPARTMENl    OF   SAFTTY  ^^ 

LEHIGH  VALLEY  TRANSIT  CO.*» 

,  ,..t  ., ,  v.  U.I  ,    „/,mF  /a 

*     \  f)V   I  I'HI  A  ^' 


The  messages  carried  on  these  signboards  of 
the  Lehigh  Valley  Transit  Company  warn 
motorists  to  be  careful.  They  are  erected 
at  points  where  accidents  are  imininent 


May  12,  1928 


ELECTRIC   RAILWAY  JOURNAL 


775 


a\ 


Maintenance  Methods  andDevices 


=*fe^ 


/n 


General  Utility  Line  Truck* 

By  R.  T.  Chiles 

Master     Mechanic      Cumberland      County 

Power  &  Light  Company,  Portland,  Me. 

IN  ORDER  to  cut  labor  cost  on  line 
work  without  investing  a  large 
amount  of  money  in  equipment  used 
infrequently,  the  Cumberland  County 
Power  &  Light  Company  has 
equipped  a  special  truck  with  a  re- 
movable   tripod    and    winch.      Four 


piece  of  I-beam  is  bolted  to  the  end 
of  the  truck  chassis  frame  and  is 
braced  from  the  end  of  the  I-beam 
back  to  the  side  of  the  truck  chassis 
frame.  Four  pieces  of  angle,  two  on 
each  end,  are  bolted  to  the  I-beam 
with  a  bolt  connected  to  each  pair.  To 
these  bolts  are  attached  the  forged 
hooks  on  both  ends  of  the  two  side 
legs  of  the  tripod.  There  are  also  two 
adjustable  rests  or  jacks,  which  slip 
on  the  ends  of  the  bottom  edge  of 


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r      :. 

Convenient  type  of  line  truck  with  winch  and  tripod 
developed  in  Portland,  Me. 


G.M.C.  trucks  of  2-ton  capacity  were 
purchased  and  equipped  with  Meade- 
Morrison  No.  904  drum  winches 
with  a  high  mounting.  Special 
bodies  were  built  and  compartments 
were  included  to  take  care  of  neces- 
sary material  and  hardware  for  the 
construction  work.  Each  truck  has 
a  special  tripod  built  in  the  com- 
pany's shop.  These  tripods  are  ad- 
justed easily  and  can  be  removed 
from  the  truck  when  desired.  The 
winches  and  tripod  connections  are 
mounted  directly  to  the  truck  chassis. 
In  position,  they  make  the  truck  very 
efficient,  having  been  found  especially 
useful  for  unloading  and  loading 
poles  and  for  setting  them  in  posi- 
tion. The  winches  are  also  used  for 
pulling  cable  and  wire. 

To  adjust  the  tripod  in  position,  a 

*Submitted  in  Electric  Railway  Jour- 
nal Prise  Contest. 


the  I-beam  to  take  the  weight  off 
the  truck  spring.  The  third  leg  of 
the  tripod  is  in  two  pieces,  one  tele- 
scoping inside  the  other  for  the  pur- 
pose of  adjusting  the  tripod  to  the 
maximum  and  minimum  height.  The 
bottom  end  of  the  third  leg  is  ad- 
justed to  the  truck  chassis  by  means 
of  a  link,  one  end  being  fastened  to 
the  swivel  foot  on  the  tripod  and  the 
other  to  the  connecting  jaw  bolted  to 
a  piece  of  channel  section  that  is 
securely  bolted  transversely  to  the 
truck  side  frame. 

The  top  ends  of  the  two  outside 
legs  are  equipped  with  forged  eyes. 
The  third  or  center  leg,  with  a  yoke 
that  carries  the  sheave  wheel  with 
guard,  is  mounted  on  a  hollow  steel 
axle.  To  assemble  the  tripod  all  that 
is  necessary  is  to  put  a  shoulder  bolt 
through  the  eyes  and  the  hollow 
axle.  This  takes  from  five  to  ten 
minutes. 


Fiber  for  Bearing  Flange 

WEAR  of  axle  bearing  flanges  is 
always  greater  in  some  localities 
than  in  others.  It  is  uneconomical  to 
scrap  the  bearings  and  it  is  the  gen- 
eral practice  on  many  roads  to  build 
up  the  surfaces  in  some  manner 
so  that  additional  mileage  can  be 
obtained.  This  problem  has  been 
bothersome  on  the  New  York  & 
Harlem  Railroad,  New  York  City, 
and  numerous  tests  were  made  to 
determine  the  best  method  for  build- 
ing up  these  surfaces.  It  was 
determined  finally  that  greater  life 
could  be  obtained  if  the  surface  is 
built  up  with  red  fiber.    All  axle  bear- 


Method  of  attaching  fiber  to  worn  flange 
of  axle  bearing 

ing  flanges  are  now  faced  off  and 
drilled  for  the  reception  of  ten  |-in. 
flat-head  rivets.  A  piece  of  red  fiber 
is  then  riveted  to  this  trued  surface 
and  the  fiber  face  and  flange  are 
trued  to  a  perfect  surface.  This  shop 
endeavors  to  restore  the  flange  to  as 
near  its  original  thickness  as  possible 
with  a  minimum  of  labor.  Therefore 
the  thickness  of  the  fiber  used  varies 
from  ^  in.  up,  depending  upon  the 
amount  of  wear.  It  is  claimed  that 
with  moderate  lubrication  a  fiber 
faced  flange  will  give  a  longer  life 
than  a  babbitted  surface. 


776 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.l9 


Portable  Armature  Rack 


Armatures  are  kept  off  the  floor 
with  this  type  of  stand 

CARELESS  handling  of  arma- 
tures through  the  shop  for 
various  repair  operations  often  causes 
failures  which  are  sometimes  not  dis- 
covered until  the  final  test  is  made. 
Often  the  fault  does  not  develop  until 
shortly  after  the  armatures  are  re- 
turned to  service.     This  incurs  con- 


siderable avoidable  work  and  increases 
materially  the  annual  maintenance 
cost. 

In  the  shop  of  the  Binghamton 
Railway,  Binghamton,  N.  Y.,  a  spe- 
cial armature  rack  eliminates  the 
necessity  of  placing  the  armature  on 
the  floor  and  prevents  damage  to  the 
coils  and  commutators  by  coming  in 
contact  with  obstacles  or  metal  chips. 
The  rack  was  designed  and  built  in 
the  shops.  Armatures  undergoing 
repairs  are  stored  on  these  racks  until 
all  work  is  completed,  when  they  are 
put  in  their  places  on  the  large  arma- 
ture racks.  These  racks  are  about 
11  in.  wide  by  18  in.  long  by  8^  in. 
high.  The  feet  are  made  of  2^-in. 
oak  and  are  concave  to  correspond  to 
the  contour  of  the  armature.  A  2-in. 
X  4-in.  oak  block  installed  between 
these  feet  on  either  end  and  tied  with 
a  ^-in.  bolt  makes  the  base  rigid  and 
maintains  the  11-in.  centers.  The  top 
of  the  frame  is  covered  with  ^-in.  x 
2-in.  oak  strips. 


ing.  While  theoretically  concrete  is 
a  fluid,  it  is  well  known  that  even 
after  thorough  mixing  it  contains  air 
and  water  pockets  and  is  capable  of 
considerable  reduction  in  volume,  as 
is  indicated  by  ordinary  tamping 
methods.  Moreover,  this  principle 
avoids  mere  puddling  of  the  mix, 
which  has  a  tendency  to  cause  a 
settlement  of  the  heavy  aggregate. 
The  300  to  500  lb.  of  compressive 
force  applied  by  compression  tamp- 
ing drives  the  concrete,  without  dis- 
turbing the  relative  position  of  the 
aggregate,  into  complete  and  full  con- 
tact with  the  tie-bearing  surfaces. 
The  result  is  a  solid  support  for  the 
track  structure  over  a  very  large  area 
of  tie  bearing  by  a  more  dense. con- 
crete than  is  obtainable  in  any  other 
way. 


New  Equipment  Available 


Compression  Tamper  Is 
Redesigned 

FOLLOWING  a  careful  redesign, 
based  on  field  tests  made  in  Buf- 
falo after  the  first  showing  at  the 
Cleveland  convention  last  fall,  the 
International  Steel  Tie  Company, 
Cleveland,  Ohio,  has  shipped  a  new 
model  "A"  compression  tamping  ma- 
chine to  the  Kansas  City  Public  Serv- 
ice Company.  The  new  machines 
have  19  in.  diameter  standard  elec- 
tric railway  wheels  and  a  lifting 
mechanism  for  the  two  sets  of  tamp- 
ing arms  which  raises  and  lowers 
them.  In  the  raised  position  all 
the  tamping  mechanism  is  clear  of  the 
rail  head  and  the  paving,  so  that  the 
machine  can  be  hauled  to  the  work 
behind  a  motor  car  or  work  train. 
The  rack  and  pinion  arrangement 
which  does  the  lifting  also  provides 
for  adjusting  the  tamping  arms  for 
rails  from  5  to  7  in.  in  height. 

The  drive  from  a  2-hp.,  550-660- 
volt  d.c.  motor  is  through  a  com- 
pletely-inclosed worm  reduction  gear 
running  in  oil,  with  the  clutch  con- 
tained in  the  same  housing  as  the  re- 
duction gear.  The  machine  is  pro- 
pelled along  the  track  by  means  of 
hand-operated  drive  geared  to  the 
rear  axle.  The  operator's  position 
has  been  located  carefully  for  con- 


venience of  control.  Hand  levers  and 
clutch  pedal  are  within  easy  reach, 
while  the  position  of  the  tamping 
arms  and  their  action  as  they  com- 
press the  concrete  under  the  plates 
are  in  plain  view  of  the  operator. 

A  new  principle  in  track  construc- 
tion with  concrete  ballast  and  steel 
ties  is  involved  in  compression  tamp- 


The  operator's  position  has  been  chosen 
carnully  to  give  a  good  view  of  the 
action  of  the  tamping  arms 


New  model  "A"  compression  tamping  machine 


Mav  12,  1928 


ELECTRIC   RAILWAY  JOURNAL 


777 


n\ 


Association  Activities 


^^^ 


Service  Improvement  Occupies  Attention 
of  Southwestern  Transportation  Men 


ELECTRIC  railways  occupied  an 
important  place  on  the  program 
of  the  Southwestern  Public  Service 
Association  during  its  annual  meeting  at 
Dallas,  Texas,  May  2-5,  1928.  More 
than  500  utility  men,  representing  elec- 
tric, gas  and  railway  properties  in  the 
fast-growing  Southwest  entered  into 
the  spirited  discussion  of  the  problems  of 
their  respective  branches  of  the  utility 
industry. 

An  address  by  President  R.  P. 
Stevens  of  the  American  Electric  Rail- 
way Association,  which  in  his  absence 
was  read  by  J.  W.  Welsh,  general  secre- 
tary, was  one  of  the  features  at  the  gen- 
eral sessions.  Mr.  *  Stevens  brushed 
aside  all  details  and  sounded  a  keynote 
of  confidence  in  the  future  of  the  electric 
railway  industry  by  a  graphic  presenta- 
tion of  the  part  which  it  plays  in  the 
life  of  American  communities.  The 
greatest  problem  of  transportation  com- 
panies today  he  said  is  that  of  keeping 
abreast  of  the  times.  Mr.  Stevens'  ad- 
dress is  printed  elsewhere  in  this  issue. 

President  M.  T.  Walker  of  the  South- 
western Association  expressed  in  his 
annual  address  a  similarly  optimistic 
view  of  the  railway  outlook.  "The  street 
railways  are  spending  their  money  and 
energy  to  render  better  service  and  the 
public  is  looking  with  favor  upon  fare 
adjustments  which  will  approximate 
adequate  compensation  for  good  serv- 
ice," he  said. 

Relieving  Traffic  Congestion 

Meetings  of  the  railway  section  were 
devoted  to  the  discussion  of  the  general 
subjects  of  traffic,  personnel  selection 
and  training,  bus  operation  and  car  ride 
merchandising.  Charles  Gordon,  editor 
Electric  Railway  Journal,  outlined 
the  progress  that  has  been  made  in  the 
relief  of  traffic  congestion.  "Traffic  con- 
gestion," he  said,  "is  primarily  a  com- 
munity problem,  not  a  transportation 
problem.  It  is,  of  course,  of  direct  inter- 
est to  transportation  men  because  of  the 
effect  which  congestion  has  upon  the 
operation  of  public  transportation  facili- 
ties. But  substantial  and  permanent  re- 
lief measures  are  dependent  on  enlist- 
ing the  support  of  all  the  factors  in  a 
community  that  are  affected  by  traffic. 

"Congestion  has  particularly  serious 
consequences  to  centrally  located  busi- 
ness and  property.  It  keeps  people  out 
of  the  central  business  districts,  and  as 
a  consequence  the  development  of  out- 
lying community  and  business  centers 
has  been  proceeding  rapidly  because 
I  many  people  refuse  to  subject  themselves 
to  the  hazards  and  inconveniences  of 
downtown    travel.      As   a    consequence 


downtown  banks,  department  stores  and 
shops  of  various  kinds  have  been  forced 
to  establish  branch  establishments  to 
reach  customers  who  cannot  con- 
veniently come  into  the  central  district 
to  do  business.  The  threat  which  thus 
exists  to  the  stability  of  investments  in 
centrally  located  property  makes  the 
problem  of  bringing  about  relief  from 
congestion  of  vital  importance  to  those 
very  business  and  property  interests  that 
frequently  stand  in  the  way  of  proposed 
remedial  measures."  Mr.  Gordon  said 
that  transportation  men  are  in  a  position 
to  play  an  important  part  in  helping  to 
bring  about  improved  traffic  conditions, 
but  that  their  success  in  such  activity  is 
dependent  on  their  winning  the  confi- 
dence of  the  community  through  direct- 
ing their  efforts  to  improvements  in  the 
interests  of  the  community  as  a  whole 
and  not  merely  that  of  the  transporta- 
tion company. 

The  importance  of  basing  traffic  regu- 
lation upon  sound  principles  of  street 
economics  was  emphasized.  The  speaker 
held  that  the  purpose  of  regulation 
should  be  to  serve  the  interests  of  the 
greatest  possible  number  of  people,  and 
not  any  particular  class  of  vehicle.  He 
said  that  sound  traffic  regulation  should 
be  based  upon  the  following  principles : 
(1)  The  best  interest  of  the  community 
as  a  whole  must  take  precedence  over 
all  other  considerations  in  the  allotment 
of  street  space;  (2)  regulation  should 
be  built  on  the  principle  of  serving  the 
interests  of  the  greatest  number  of 
people ;  this  is  not  synonymous  with  the 
number  of  vehicles;  (3)  use  of  street 
space  as  a  public  garage  is  a  privilege, 
not  a  right. 

Congestion  a  Community  Problem 

In  the  discussion  of  this  question  D. 
C.  O'Dowd.  superintendent  of  trans- 
portation New  Orleans  Public  Service, 
Inc.,  agreed  that  congestion  is  a  com- 
munity problem  even  more  than  it  is  a 
transportation  problem.  He  suggested 
the  opportunity  that  exists  for  electric 
railway  companies  to  render  a  distinct 
service  to  their  communities  through 
tke  employment  and  training  of  en- 
gineers qualified  to  aid  in  bringing 
about  traffic  improvement  measures. 

Parking  was  held  by  A.  F.  Townsend, 
manager  Northern  Texas  Traction 
Company,  Fort  Worth,  to  be  one  of  the 
bad  practices  that  materially  decrease 
the  capacity  of  existing  streets.  He  ex- 
pressed the  opinion,  however,  that  short 
parking  periods  produce  more  traffic  in- 
terference than  do  longer  intervals,  be- 
cause frequent  changes  in  parked 
vehicles  result  in  more  frequent  inter- 


ruptions to  the  traffic  stream  due  to 
automobiles  moving  in  and  out  of  the 
parking  spaces. 

According  to  L.  L.  Allbritton,  gen- 
eral manager  Wichita  Falls  Traction 
Company,  most  electric  railway  men 
need  to  change  their  conception  of  their 
own  business.  The  only  possible  means 
that  is  available  for  discouraging  the 
use  of  private  automobiles  that  produce 
traffic  congestion  and  also  reduced  rail- 
way revenues,  is  that  of  offering  a  more 
attractive  and  more  convenient  public 
transportation  service.  G.  I.  Plummer, 
superintendent  Dallas  Railway  & 
Terminal  Company,  cited  the  improve- 
ment in  traffic  movement  in  Dallas  that 
has  resulted  from  the  elimination  of 
parking  in  the  business  district  during 
the  morning  peak  traffic  period. 

B.  R.  Brown,  chief  engineer  Dallas 
Railway  &  Terminal  Company,  ques- 
tioned the  possibility  of  getting  ac- 
ceptance of  engineering  recommenda- 
tions for  traffic  relief  and  cited  the 
experience  of  the  Dallas  Technical  Club 
after  it  had  spent  almost  a  year  in  mak- 
ing an  intensive  study  of  traffic  matters 
and  had  developed  a  report  suggesting 
measures  for  relief.  Mr.  Gordon  held 
that  the  process  of  improving  traffic  con- 
ditions has  only  started  when  the 
measures  for  relief  are  determined.  A 
very  important  requirement  is  that  of 
enlisting  public  interest  in  the  proposed 
measures  and  winning  the  co-operation 
of  the  several  interests  in  a  city  that  are 
powerful  in  the  determination  of  com- 
munity policies. 

The  effect  of  improved  electric  rail- 
way equipment  upon  speed  and  ability  to 
get  through  congested  traffic  was  dis- 
cussed by  C.  B.  Frazer,  superintendent 
of  traffic  Houston  Electric  Company. 
He  held  that  faster  public  transporta- 
tion service  can  be  developed  only 
through  the  better  utilization  of  all  elec- 
tric railway  equipment,  and  that  al- 
though it  has  been  demonstrated  that 
new  cars  are  revenue  builders  in  Hous- 
ton, the  mere  addition  of  a  few  modern 
cars  is  ineffective  as  a  means  of  speed- 
ing up  service  unless  the  operation  of 
the  entire  property  is  tuned  up  to  pres- 
ent-day conditions. 

Mr.  Townsend  supported  this  view  by 
citing  the  average  speed  of  car  opera- 
tions in  Fort  Worth,  which  has  been  in- 
creased from  8.5  m.p.h.  to  more  than 
10  m.p.h.  through  the  purchase  of  new 
equipment  and  the  rehabilitation  of  ex- 
isting equipment  to  facilitate  the  load- 
ing and  unloading  of  passengers. 

J.  W.  Welsh,  general  secretary 
American  Electric  Railway  Association, 
was  introduced  by  Acting  Chairman 
Holden,  and  suggested  the  advisability 
of  forming  local  groups  in  each  com- 
munity to  co-operate  with  the  National 
Conference  on  Street  and  Highway 
Safety  as  a  means  of  enlisting  support  ■ 


778 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.l9 


and  co-operation  in  the  application  of 
remedial  measures  for  street  cong'estion. 

Personnel  selection  and  training  was 
the  subject  of  an  address  by  C.  J. 
Crampton,  superintendent  of  public 
relations  Dallas  Railway  &  Terminal 
Company.  Three  factors  were  held  to 
be  important  in  the  selection  of  satis- 
factory electric  railway  employees. 
First,  the  man  must  be  a  pleasant- 
looking  representative  of  the  company; 
second,  he  must  have  a  certain  back- 
ground of  education  and  intelligence 
upon  which  to  build  further  instruction 
and  training  for  transportation  work ; 
third,  his  record  of  previous  experience 
and  employment  is  a  valuable  guide  as 
to  any  tendency  of  restlessness  that 
would  make  him  unsatisfactory  raw  ma- 
terial upon  which  to  build. 

Satisfactory  results  in  the  training  of 
new  men  are  dependent,  according  to 
Mr.  Crampton.  on  the  development  of  a 
well-planned  training  system.  The  job 
of  running  a  car  can  be  broken  down 
into  its  elements  so  as  to  facilitate  the 
work  of  training  a  new  man.  An  im- 
portant element  in  the  success  of  such 
work  is  the  development  of  properly 
qualified  instructors  who  are  competent 
to  impart  operating  policies,  methods 
and  information  to  new  men.  "Even 
then,"  Mr.  Crampton  insisted,  "the  work 
of  training  has  only  started  when  the 
new  man  has  been  employed  and  given 
an  assignment.  Assurance  of  his  suc- 
cess as  an  employee  depends  on  a  care- 
ful follow-up  by  a  properly  organized 
personnel  department. 

Additional  experience  in  building  a 
satisfactory  body  of  employees  was  con- 
tributed in  the  discussion  by  R.  C.  Allen, 
superintendent  of  transportation  Hous- 
ton Electric  Company,  Mr.  Frazer  of 
Houston  and  Mr.  O'Dowd  of  New  Or- 
leans. Mr.  O'Dowd  called  attention  to 
the  fact  that  a  busy  conductor  some- 
times does  not  have  the  time  or  the 
opportunity  to  give  a  satisfactory  ex- 
planation to  a  dissatisfied  passenger,  and 
cited  the  success  which  the  New  Orleans 
Public  Service,  Inc.,  has  had  with  the 
plan  of  having  conductors  take  the 
names  and  addresses  of  such  passengers, 
so  that  a  properly  qualified  representa- 
tive of  the  company  may  call  to  give  a 
thorough  explanation  or  otherwise  ad- 
just any  unsatisfactory  experience  to 
which  a  passenger  may  have  been  sub- 
jected. 

Experiences  with  Bus  Service 

Bus  operation  in  both  urban  and  inter- 
urban  service  occupied  attention  during 
the  Thursday  session  of  the  railway  sec- 
tion. R.  L.  Miller,  Texas  Motor 
Coaches,  Inc.,  outlined  the  experience  of 
his  company  with  interurban  buses,  and 
R.  C.  Alien  of  Houston  discussed  the 
development  of  city  bus  .service  by  the 
Houston  Electric  Company.  The  prob- 
lems encountered  in  fitting  the  auto- 
motive vehicle  into  a  transportation  sys- 
tem provoked  a  lively  discussion,  and 
additional  comments  were  added  by  W. 
\V.  Holden  of  San  Antonio,  C.  B. 
Frazer  of  Houston,  A.  F.  Townsend  of 
F"ort  Worth,  Charles  Gordon  and  J.  W. 
Welsh. 

After  a  period  of  uncontrolled  com- 


petition by  independent  individual 
operators  between  Fort  Worth  and 
Dallas,  the  Texas  Motor  Coaches,  Inc., 
was  organized  by  the  Stone  &  Webster 
Company  to  acquire  and  operate  a  de- 
pendable and  responsible  service  be- 
tween these  two  cities,  apd  to  co- 
ordinate this  service  with  that  of  the 
interurban  line  of  the  Northern  Texas 


COMING  MEETINGS 
OF 

Electric  Railway  and 
Allied  Associations 

May  /(i-/7— Central  Electric  Traf- 
fie  Association,  Tuller  Hotel,  Detroit, 
Mich. 

May  17 — Society  of  Automotive 
Engineers,  Metropolitan  Section, 
Building  Trades  Club,  New  York, 
N.  Y.,  8  p.m. 

May  22-24 — Indiana  Public  Utilities 
Association,  Columbia  Club,  Indian- 
apolis, Ind. 

May  24—yievi  England  Street  Rail- 
way  Club,  annual  meeting,  Boston, 
Mass. 

May  2S-3I  —  National  Association 
Purchasing  Agents,  annual  conven- 
tion and  exhibit,  American  Royal 
Building,  Kansas  City,  Mo. 

June  4-6 — Midwest  Electric  Rail- 
way Association,  Hotel  Baltimore, 
Kansas  City,  Mo. 

June  4-S — National  Electric  Light 
Association,  Atlantic  City,  N.  J. 

Jane  6-J— Canadian  Electric  Rail- 
way Association,  annual  convention 
and  exhibit,  Toronto,  Canada. 

June  14-15— New  York  Electric 
Railway  Association,  Half  Moon 
Hotel,  Coney  Island,  N.  Y. 

June  20-27 — American  Railway 
Association,  Div.  5 — Mechanical,  an- 
nual convention  and  exhibit,  Atlantic 
City,  N.  J. 

June  21-22  —  American  Railway 
Association,  Motor  Transport  Divi- 
sion, Atlantic  City,  N.  J. 

June  21-22  —  Wisconsin  Utilities 
Association,  Accounting  Section, 
Hotel  Pfister,  Milwaukee,  Wis. 

June  2*-2'/— Central  Electric  Rail- 
way Association,  Cedar  Point,  Ohio. 
July  S-12 — Public  Utilities  Adver- 
tising Association  and  International 
Advertising  Exposition,  Detroit.  Mich. 
July  lS-20 — American  Society  of 
Civil  Engineers,  annual  convention, 
Buffalo,  N.  Y. 

July  25-27 — Electric  Railway  Asso- 
ciation of  Equipment  Men,  Southern 
Pronerties.  Cincinnati,  Ohio. 

July  27-W— Central  Electric  Rail- 
way Accountants'  Association, 
Detroit,  Mich. 

Aug.  16-17  —  Wisconsin  Utilities 
Association,  Transportation  Section, 
Sheboygan,  Wis. 


SEPT.  22-28,  1928 
American  Electric  Railway 
Association,  47th  annual  con- 
vention   and   exhibit,   Cleve- 
land, Ohio. 


Traction  Company.  All  of  the  non- 
descript buses  formerly  used  have  been 
scrapped  and  the  line  is  entirely 
equipped  with  new  vehicles  suitable  for 
providing  a  responsible  service.  Ex- 
perience with  this  line  has  demonstrated 
that  bus  patronage  fluctuates  consider- 
ably more  with  weather  conditions  than 
does  interurban  patronage.  Wet  or  in- 
clement weather  is  particularly  dis- 
couraging to  bus  riding,  and  Mr.  Miller 
attributed  this  to  the  fear  of  skidding 
in  rubber-tired  vehicles.  The  speaker 
also  emphasized  that  a  bus  driver  is  in 
much  closer  contact  with  his  passengers 
than  is  an  interurban  car  operator,  and 
that  his  job  is  even  more  a  sales  job 
than  is  that  of  the  car  man.  Success- 
ful bus  operation  was  held  to  be  depend- 
ent upon  having  a  rate  of  fare  adequate 
to  permit  the  proper  character  of  service 
to  be  given.  Experience  has  shown  that 
the  flexibility  of  the  bus  lends  itself  to 
the  development  of  chartered  business 
much  more  readily  than  does  the  inter- 
urban. 

The  beginning  of  bus  operation  in 
Houston  was  attributable  to  a  compro- 
mise for  the  elimination  of  jitneys  in 
that  city,  according  to  Mr.  Allen.  Start- 
ing in  a  small  way  some  four  years  ago, 
a  total  of  65  buses  are  in  use  at  present. 
The  new  express  line  to  Harrisburgh, 
which  is  equipped  with  Twin  Coaches. 
is  the  latest  step  in  the  extension  of 
buses  in  that  city.  Mr.  Allen  expressed 
the  opinion  that  the  bus  has  its  place  in 
any  complete  public  transportation  sys- 
tem, but  that  there  is  still  much  to  learn 
about  the  proper  basis  of  its  use,  the 
types  of  vehicles  most  suitable  for 
various  classes  of  service,  and  the  fac- 
tors which  affect  the  success  or  failure 
of  any  given  line.  Comparison  of  the 
relative  costs  of  car  and  bus  operation 
are  hard  to  make  and  easily  may  be  mis- 
leading unless  very  carefully  weighed. 

In  San  Antonio,  bus  service  has 
grown  to  14  lines  with  appro-ximately 
67  miles  of  route,  according  to  Mr.  Hos- 
teller of  the  San  Antonio  Public  Serv- 
ice Company.  Approximately  20  per 
cent  of  the  passengers  carried  by  the 
company  are  handled  on  buses,  which 
constitute  about  25  per  cent  of  the  active 
c(|uipment  in  regular  operation.  In  con- 
trast to  this  Mr.  Frazer  said  that  only 
about  10  per  cent  of  the  total  passengers 
carried  in  Houston  are  handled  in 
buses,  although  the  number  of  these 
vehicles  operated  is  approximately  the 
same  as  that  in  San  Antonio. 

Don't  Trust  Too  Much  in  Averages 

W.  W.  Holden  warned  against  the 
tendency  on  the  part  of  electric  railway 
men  to  attempt  to  reduce  the  experiences 
of  a  given  line  or  a  given  property  to 
averages  and  generalities  in  the  effort 
to  draw  conclusions  regarding  bus  oper- 
ation. Particularly  in  the  selection  of 
equipment  and  in  surveying  the  pros- 
pects of  a  given  system,  the  characteris- 
tics of  any  particular  line  under  con- 
sideration must  be  carefully  weighed,  he 
insisted.  Mr.  Townsend  called  attention 
to  the  need  for  considering  both  mileage 
and  time  in  depreciation  accounting.  In 
certain  classes  of  service  where  mileage 
is  low,  obsolescence  becomes  the  con- 


May  12,  1928 


ELECTRIC  RAILWAY  JOURNAL 


779 


trolling:  element  in  depreciation  account- 
ing and  a  time  basis  is  the  more  suitable 
for  setting  up  costs.  When  the  mileage 
is  high,  however,  that  becomes  the  con- 
trolling element  in  determining  the  life 
of  a  bus.  Mr.  Townsend  also  indicated 
the  desirability  of  charging  off  a  heavier 
rate  for  depreciation  when  buses  are 
new  than  when  they  are  worn,  and  when 
the  maintenance  cost  is  increased.  By 
starting  with  a  high  depreciation  rate 
when  the  vehicle  is  new  and  main- 
tenance cost  is  low,  the  sum  of  depreci- 
ation and  maintenance  may  be  made 
constant  throughout  the  life  of  the 
vehicle. 

Discussion  of  the  life  of  buses  raised 
a  question  of  cost  accounting  practice  as 
it  influences  the  question  of  judging 
when  a  car  should  be  scrapped  because 
of  excessive  maintenance  cost.  Richard 
Meriwether,  vice-president  and  general 
manager  Dallas  Railway  &  Terminal 
Company,  said  that  the  practice  on  his 
property  is  to  accumulate  maintenance 
costs  for  various  classes  of  cars  on  the 
property  so  as  to  show  a  comparison  of 
the  costs  on  old  and  more  modern 
equipment.  Mr.  Welsh  called  attention 
to  the  timeliness  of  this  consideration  of 
depreciation  of  buses  and  outlined  the 
situation  relative  to  the  question  of  de- 
preciation accounting,  which  is  now  be- 
ing considered  by  the  Interstate  Com- 
merce Commission  and  which  may  re- 
sult in  the  requirement  for  giving  much 
closer  attention  to  depreciation  analysis 
on  electric  railways  than  has  been  done 

in   the   past. 
f 
Rolling    Stock    Developments 

New  developments  in  cars  and  buses 
was  the  subject  of  a  paper  prepared  by 
L.  E.  Thorne,  general  superintendent 
Northern  Texas  Traction  Company, 
Fort  Worth.  Mr.  Thorne  listed  some 
of  the  more  recent  improvements  that 
have  been  made  in  car  design  and  equip- 
ment for  reducing  operating  costs  and 
increasing  the  attractiveness  of  the  ve- 
hicle to  passengers.  He  said  that  the 
lines  recently  equipped  with  new  cars  of 
modern  design  by  the  Northern  Texas 
Traction  Company  have  shown  an  in- 
crease of  approximately  7  per  cent  in 
riding,  although  there  has  been  no  par- 
ticular increase  in  population  on  these 
lines.  With  respect  to  bus  design  he 
expressed  the  opinion  that  though  bus 
development  has  been  more  rapid  than 
has  been  that  of  cars,  there  is  still  need 
for  improvements  that  will  reduce  the 
cost  of  operation  and  insure  freedom 
from  service  interruptions. 

E.  S.  Meyers,  assistant  to  the  vice- 
president  New  Orleans  Public  Service, 
Inc.,  indorsed  the  view  that  buses  have 
an  important  place  in  city  transporta- 
tion, but  held  that  the  need  is  imperative 
for  buses  that  will  accelerate  more  rap- 
idly than  do  those  at  present  available. 
He  called  attention  to  the  possibility  of 
the  trackless  trolley  for  certain  classes 
of  city  service,  particularly  since  im- 
provements in  chassis,  motor  and  con- 
trol design  have  eliminated  some  of  the 
defects  experienced  in  early  types  of 
trackless  electric  vehicles. 

Friday's  session  was  devoted  entirely 
to   a   discussion   of  the   problem   of   re- 


building the  car-riding  habit.  This  was 
led  by  W.  W.  Holden,  manager  of  trans- 
portation San  Antonio  Public  Service 
Company.  "No  single  factor  is  re- 
sponsible for  the  success  or  failure  of  a 
given  operation,"  said  Mr.  Holden.  "On 
any  particular  line  there  are  a  number 
of  balancing  features,  each  of  which 
niust  be  carefully  analyzed  and  weighed 
to  determine  its  effect  upon  the  success 
of  that  particular  line." 

Speed  of  Transportation  Is 
All- Important 

Mr.  Holden  agreed  with  the  general 
principle  that  the  speed  of  transportation 
service  is  all-important  from  the  stand- 
point of  patronage.  But  speed  is  merely 
one  factor.  The  ultimate  success  or 
failure  of  a  line  is  determined  by  the 
time  which  it  takes  a  passenger  to  travel 
from  his  point  of  origin  to  his  destina- 
tion. That  is  determined  not  alone  by 
the  speed  at  which  cars  operate,  but  in 
large  measure  by  the  frequency  of  serv- 
ice, the  routing  of  a  line,  the  location 
of  terminals  and  other  similar  con- 
siderations that  are  sometimes  over- 
looked by  transportation  men. 

According  to  Mr.  Holden  there  is  a 
vast  difference  between  city  and  inter- 
urban  conditions  in  determining  the 
relative  importance  of  the  various  fac- 
tors that  affect  passenger  comfort.  In 
interurban  service,  for  example,  too 
much  attention  cannot  be  given  to  the 
matter  of  the  design  of  seats,  whereas  in 
city  service  there  are  other  items  of 
equal  or  even  greater  importance.  In 
the  judgment  of  the  speaker  the  trend 
toward  luxurious  seats  for  city  cars  can 
be  carried  beyond  the  economic  limits 
of  the  rates  of  fare  that  can  be  collected 
for  a  comparatively  short  ride  in  a  city 
car.  Although  it  is  important  to  pro- 
vide the  most  comfortable  possible  seat 
in  city  service,  the  importance  of  the 
actual  type  of  seat  is  overshadowed  by 
the  question  of  whether  or  not  the  pas- 
senger gets  a  seat  at  all,  particularly  in 
the  rush  hour.  There  is  ample  reason, 
according  to  Mr.  Holden,  for  trans- 
portation men  to  recognize  the  very  live 
demand  on  the  part  of  the  public  for  a 
seat  for  every  passenger,  even  in  the 
rush  hours.  Although  the  economic 
limitations  of  city  operation  seem  to 
make  it  impossible  to  conceive  a  basis 
for  providing  seats  for  all  rush-hour 
riders,  the  speaker  held  that  it  is 
nevertheless  important  to  give  attention 
to  every  possible  means  for  making 
standing  passengers  comfortable. 

Rebuilding  Car-Riding  Habit 

Many  other  factors  were  listed  as  be- 
ing of  extreme  importance  in  the  effort 
to  rebuild  the  car-riding  habit.  These 
include  ease  of  riding  and  quietness, 
comfort  and  cleanliness,  keeping  up 
with  the  traffic  stream  through  rapid 
and  smooth  acceleration,  and  employees 
who  have  an  adequate  conception  of  the 
importance  of  the  part  they  play  in  pro- 
viding passengers  with  a  satisfactory 
ride.  Mr.  Holden  contended  that  fares 
are  secondary  in  determining  the  vol- 
ume of  transportation  patronage.  He 
declared  that  the  quality  of  service  is 
the    first   consideration   in   determining 


the  success  of  any  transportation  enter- 
prise. "Transportation  men  have  been 
too  prone  to  look  at  their  problems  as 
engineers  and  to  overlook  the  im- 
portance of  sales  considerations,"  he 
said.  "A  product  that  people  want  can 
be  sold  at  a  fair  profit,  but  it  is  hard 
to  sell  at  almost  any  price  something 
they  don't  want." 

At  the  request  of  Acting  Chairman 
Me3'ers,  Mr.  Gordon  discussed  the 
question  of  merchandising  transporta- 
tion service,  and  called  attention  to  the 
need  for  an  adequate  analysis  of  the 
market  for  public  transportation  service 
as  the  first  step  in  an  effective  mer- 
chandising program.  Mr.  Welsh  quoted 
recent  statistics  prepared  by  the  Ameri- 
can Electric  Railway  Association's 
statistical  bureau,  which  indicate  that 
the  riding  habit  on  public  transportation 
vehicles  has  shown  a  steady  increase 
despite  the  enormous  increase  in  the 
number  of  private  automobiles  in  the 
country. 

W^.  H.  Burke,  Southwestern  district 
manager  Stone  &  Webster,  Inc.,  was 
elected  president  of  the  Southwestern 
Public  Service  Association. 

J.  P.  Griffin,  vice-president  in  charge 
of  operation  Texas  Electric  Railway, 
Dallas,  was  unanimously  elected  chair- 
man of  the  railway  section  for  the  en- 
suing year,  and  thereby  automatically 
became  a  vice-president  of  the  South- 
western Public  Service  Association. 


S.A.E.  Metropolitan  Section 

EVOLUTION  of  bus  design,  from 
an  engineering  standpoint,  will  be 
the  subject  at  the  regular  monthly 
meeting  for  May  of  the  Metropolitan 
Section,  Society  of  Automotive  Engi- 
neers, to  be  held  on  May  17  at  the 
Building  Trades  Club,  New  York,  at 
8  p.m.  Two  papers  will  be  presented, 
one  concerning  chassis  design  and  the 
other  about  body  design.  The  former 
will  be  presented  by  George  W. 
Smith,  Jr.,  works  manager  of  the 
White  Company,  and  the  latter  by 
William  C.  Naegel,  head  of  the  engi- 
neering department  of  the  Lang  Body 
Company.  A  number  of  prominent 
engineers  will  present  prepared  dis- 
cussions, and  in  addition,  there  will  be 
open  discussion  from  the  floor.  Carl 
W.  Stocks,  editor  of  Bus  Transporta- 
tion, is  in  charge  of  the  meeting. 


Plans  for  C.E.R.A.  Meeting 
Progressing 

EFFORTS  are  being  made  by  the 
program  and  hotel  and  arrange- 
ments committees  of  the  Central  Elec- 
tric Railway  Association  so  that  the 
summer  meeting  at  Cedar  Point  will 
be  an  outstanding  event.  There  will 
be  two  morning  business  sessions 
filled  with  interesting  topics  pertaining 
to  the  industry,  such  as  "what  the 
future  holds  for  both  city  and  inter- 
urban railways,"  "merchandising  trans- 
portation," and  other  helpful  subjects. 
In  the  line  of  entertainment,  there 
will   be  ample  opportunity   for  sports. 


780 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  NoA9 


* 


The  Road  to  Better  City  Transportation 

The  Organized  Street  Railway  Systems  Are  Best  Fitted  to  Provide 

the  Transportation  for  a  Community.    Theirs  Is  the  Obligation 

to  Provide  It  and  the  People's  to  Make  This  Possible 

By  Walter  A.  Draper 
President  Cincinnati  Street  Railway 


DOUBTLESS  there  was  a  time 
when  the  street  railway  business 
drifted  along  uneventfully  and  was  dis- 
turbed only  by  efforts  of  the  public 
merely  to  get  more  of  whatever  kind  of 
service  it  happened  to  be  getting  with- 
out much  thought  to  improving.  That 
has  been  changed  by  natural  causes 
including  the  private  automobile,  its 
cousin  the  public  automobile,  commonly 
called  the  bus  and  other  things. 

We  in  our  industry  are  gradually 
ceasing  to  call  it  the  "street  railway 
industry"  and  are  coming  to  speak  of  it 
as  "city  transportation."  The  few  of 
us  who  operated  buses  ten  years  ago 
were  called  either  radicals  or  fools. 
Now  it  is  not  so  much  of  a  surprise  to 
you  to  be  told  that  the  electric  railway 
companies  are  operating  some  10,000 
motor  coaches  in  regular  service.  This, 
however,  does  not  mean  that  all  of  these 
coaches  or  even  a  majority  have  re- 
placed electric  cars,  although  this  has 
been  the  case  in  some  sm^ll  towns.  In 
quite  a  large  measure  these  buses  have 
been  taken  on  by  the  electric  car  oper- 
ators as  a  part  of  the  general  transpor- 
tation service,  either  where  rail  line  ex- 
tensions might  otherwise  have  had  to  be 
made  or  as  additional  service  to  commu- 
nities already  provided  with  rail  car 
service. 

In  this  recognition  of  the  possibilities 
of  the  new  type  of  transportation  unit, 
whatever  it  may  be,  lies  the  promise  of 
better  city  transportation.  Just  as  those 
in  any  industry  must  adopt  new  methods, 
new  ideas,  even  experiment  with  radical 
changes  in  order  to  keep  going,  so  the 
men  in  the  transportation  industry  are 
going  to  be  progressive  enough  to  take 
on  the  new  things  that  give  promise  in 
our  industry.  To  paraphrase  a  trade 
slogan,  "when  there  is  better  transpor- 
tation they  will  supply  it." 

Aid  of  the  Business  Man  Needed 

I  assume  that  in  talking  to  this  group 
I  am  addressing  not  only  city  trans- 
portation men  but  those  engaged  in 
other  pursuits  that  make  them  fairly 
representative  of  their  communities  and 
to  those  especially  I  would  point  out  one 
of  the  greatest  difficulties  encountered 
by  the  transportation  industry  in  its 
effort  to  supply  the  needs  of  the  cities 
in  which  it  is  operating  and  that  is  the 
enlistment  of  the  understanding  and  aid 
of  the  ordinary  business  man.  I  am  not 
going  to  try  to  figure  out  just  whose 
fault  it  is,  but  there  is  in  the  minds  of 
many  the  feeling  that  the  street  railway 

*Abstract  of  an  address  before  the  group 
luncheon  of  the  Transportation  and  Com- 
munication Section,  Chamber  of  Commerce 
of  the  United  States,  Washington,  D.  C, 
May  8,  1928. 


will  somehow  work  itself  out  or  be 
succeeded  by  something  else  that  will. 
This  is  a  wrong  attitude.  In  the  first 
place  the  street  railway  operator  is  now 
just  as  much  alive  to  the  necessity  of 
meeting  the  public  fairly  and  providing 
the  best  service  possible  as  is  the  depart- 
ment store  or  the  automobile  dealer.  He 
does  not  do  this  for  the  pure  pleasure 
of  being  a  good  fellow,  but  because  it 
is  good  business,  just  the  same  as  with 
the  store  or  the  dealer.  He  is  trying 
his  best  and  should  be  met  half  way.  In 
the  second  place  you  are  all  going  to 
need  what  he  has  to  sell.  All  of  us 
cannot  drive  our  own  conveyances  all 
the  time  to  all  of  the  places  to  which 
we  wish  to  go,  and  the  means  to  get 
there  is  being  provided  by  those  who  are 
best  fitted  by  training  and  experience  to 
do  so,  the  men  who  have  broadened  the 
street  car  business  into  the  public  trans- 
portation business.  In  my  opinion  the 
rail  car  is  now  emerging  from  the 
trouble  caused  by  higher  costs  and  the 
tremendous  growth  of  the  private  auto- 
mobile— more  the  former  than  the  latter, 
by  the  way — and  with  a  rate  of  fare 
that  pays  the  cost  of  the  ride,  it  will 
prove  its  ability  for  a  long  time  to  come 
to  handle  masses  more  efficiently  and 
more  cheaply,  even  at  the  higher  rates 
of  fare  now  received,  than  any  other 
form  of  local  transportation. 

Railways    Should    Provide    All 
Classes  of  Service 

It  is  true  that  the  motor  coach  has 
developed  and  is  still  developing  and  is 
approaching  the  street  railway  car  in 
unit  size  and  carrying  capacity,  but  even 
if  it  should  provide  a  substitute  for  the 
rail  car  the  street  railway  man  is  the 
one  that  should  make  the  substitution. 
He  should  be  expected  to  do  it,  aside 
from  his  mere  willingness  to  do  so.  The 
street  railway  operator  is  skilled  from 
training  and  experience  in  city  trans- 
portation affairs.  His  experience  has 
been  bitter  enough  to  teach  him  the  most 
careful  and  efficient  methods.  Being 
the  regularly  authorized  transportation 
provider  in  its  community  the  existing 
street  railway  company,  if  it  is  alive  to 
its  job,  is  being  depended  upon  to  con- 
tinue to  provide  both,  or  all  kinds  of 
service.  If  there  is  a  proper  under- 
standing of  the  situation  and  a  mutual 
confidence  between  public  and  company 
and  a  forgetting  of  the  past  by  both  (for 
both  have  been  to  blame)  I  am  sure  the 
public  would  rather  have  the  existing 
agency  serve  it  than  a  nevfcomer. 

Another  reason  why  the  existing 
agency  should  be  expected  to  give  this 
service  is  in  a  spirit  of  fair  play.  While 
it  is  a  fundamental  necessity  that  a  rate 
of  fare  be  allowed  sufficient  to  pay  the 


cost,  in  which  is  included  a  fair  return 
on  a  fair  investment,  there  is  another 
real  problem  that  is  not  so  easily  met. 
It  is  the  problem  of  amortizing  or  writ- 
ing off  abandoned  property  and  it  can 
be  seen  how  it  comes  into  the  picture 
when  one  contemplates  the  possible  sub- 
stitution of  buses  or  some  other  means 
for  cars.  What  is  to  be  done  with  the 
investment  in  the  part  retired?  Or,  tak- 
ing the  extreme  view  of  the  extreme 
bus  enthusiast  who  is  continuously  in- 
sisting that  rail  cars  are  doomed,  the 
only  way  a  rail  car  company  can  work 
out  its  honest  investment  is  by  going 
into  the  bus  business  or  whatever  other 
new  form  of  city  transportation  suc- 
ceeds it.  This  question  must  be  studied 
and  solved  from  the  point  of  view  of 
community  as  well  as  company,  because 
of  the  mutual  responsibility  interde- 
pendence. It  will  not  do  for  one  to  say, 
"I  have  no  concern  with  that  problem ; 
let  those  who  risked  their  money  take 
their  medicine,  just  as  I  who  invest  my 
money  in  an  industrial  venture  must 
take   my   chances   of  getting   it  back." 

Regulations  Have  Burdened 
Railways 

The  rail  lines  were  built — most  of 
them — in  response  to  public  demand. 
They  encouraged  the  development  of 
what  had  been  unoccupied  land.  They 
tremendously  increased  the  value  of  real 
estate.  They  added  enormously  to  the 
taxable  values  of  the  community,  and 
all  the  time  they  have  been  under  in- 
creasingly drastic  public  control.^  They 
have  not  been  free  to  charge  "all  that 
the  traffic  will  bear."  Their  rates  have  I 
been  regulated  by  franchise  agreements  I 
with  the  public,  by  ordinances  or  by  ] 
statutory  provisions  putting  their  affairs  ' 
in  the  control  of  public  commissions. 
Had  they  been  free  to  charge  whatever 
fare  was  needed  to  assure  profitable 
operation,  or  had  they  been  free  to  quit 
when  operation  became  unprofitable, 
they  would  have  saved  many  millions  of 
dollars  to  the  investors.  But  such  has 
not  been  the  case.  They  have  been  re- 
quired to  render  service  regardless  of 
economic  conditions ;  they  have  kept  on 
the  job  when  privately-controlled  ven- 
tures would  have  quit.  Now,  when  they 
are  prepared  to  render  a  new  kind  of 
service,  their  past  service,  their  unre- 
warded creation  of  new  public  wealth, 
should  be  taken  into  consideration. 

In  any  adjustment  to  new  conditions 
extreme  caution  must  be  used  in  aban- 
doning any  rail  line  and  substituting 
another  form  of  service.  If,  after  intel- 
ligent research  and  study,  the  decision 
is  reached  that  unprofitable  rail  lines 
should  be  discontinued,  then  let  us  dis- 
continue them.  On  the  other  hand,  let 
us  avoid  repeating  the  mistake  of  years 
ago.  Let  us  be  slow  to  establish  bus 
lines  unless  they  can  meet  the  test  of 
necessity  and  can  either  become  profit- 
able or  avoid  becoming  an  undue  burden 
on  the  whole  system.  Once  a  service  is 
established  it  is  extremely  difficult  to 
abandon. 

There  is  another  phase  of  city  trans- 
portation toward  which  attention  is  be-   . 
ing  directed  and  that  is   rapid  transit    ' 


May  12,  1928 


ELECTRIC  RAILWAY  JOURNAL 


781 


provided  by  other  than  surface  lines. 
I  have  had  occasion  many  times  to  point 
out  that  rapid  transit  is  a  comparative 
term.  Today  we  think  of  subv^ays  and 
private  rights-of-way  in  which  and  on 
wliich  higli  speed  can  be  attained.  In 
providing  this  form  of  city  transporta- 
tion the  public  more  than  ever  has  to 
take  an  important  part  because  no  trans- 
portation system  in  and  of  itself  could 
raise  the  money  or  could  afiford  to  build 
subways  at  their  tremendous  cost;  and 
because  the  construction  of  subways  is 
very  properly  looked  upon  as  more  in 
the  nature  of  a  grade  separation  or  a 
two-level  street  than  as  merely  a  part 
of  a  transportation  system.  There  is 
more  traffic  on  the  streets  now  than 
they  can  care  for  and  because  of  all 
types  of  transportation  the  rail  car  can 
more  readily  be  put  underground  it  is 
not  reasonable  for  those  who  use  it  to 
have  to  pay  the  cost  of  providing  this 
additional  way.  There  is  no  city  in  the 
country  with  anything  like  a  complete 
subway  system  into  which  the  taxpayer's 
money  has  not  gone  wholly  or  in  part- 
nership with  the  car  rider's  money.  The 
cost  is  distributed  variously  in  different 
cities.  In  some  it  is  determined  to  re- 
lieve the  car  rider  and  put  the  load  on 
the  tax  payer  with  the  avowed  purpose 
of  keeping  the  fare  down.  In  others 
the  fare  has  been  increased  in  order  that 
the  rax  rider  might  bear  a  proper  pro- 
portion. 

Getting  the  Public  To  Pay  for 
Better  Transportation  a  Problem 

One  of  the  commonest  criticisms  of 
the  street  railway  business  is  that  it  is 
archaic  or  obsolete.  Some  of  the  critics 
are  honest  in  their  beliefs.  There  are 
doubtless  others  who  are  not.  It  is  true 
that  the  development  of  the  automotive 
vehicle  and  the  vast  increase  in  wealth 
in  this  country  have  created  a  demand 
on  the  part  of  the  public  for  greater 
speed  and  more  comfort  in  city  trans- 
portation and  for  more  transportation 
facilities  also.  In  spite  of  the  tremen- 
dous growth  in  the  private  automobile 
with  all  the  people  it  carries  the  number 
of  revenue  passengers  carried  by  public 
means  of  transportation  has  shown  a 
certain  growth,  with  backsets  from  time 
to  time,  and  this  indicates  that,  to  a 
degree  at  least,  the  more  transportation 
facilities  are  ofifered  the  more  traveling 
there  will  be.  The  difficulty  has  been 
and  is  going  to  be  not  in  bringing  about 
better  transportation,  just  as  we  must 
have  better  homes  and  better  clothes 
and  better  food,  but  in  getting  people  to 
pay  for  it.  We  cannot  get  diamonds  for 
the  price  of  glass.  While  large  numbers 
of  people  will  continue  to  desire  a  form 
of  transportation  that  can  be  provided 
at  the  least  possible  cost,  others  will  be 
willing  to  pay  for  the  faster  and  better 
service  that  they  demand.  An  adjust- 
ment of  these  two  kinds  oi'  service  be- 
tween the  numbers  that  require  them 
will  be  necessary.  A  business  must  be 
self-supporting  or  it  cannot  attract  new 
capital  to  provide  the  improvement,  de- 
velopment and  extension  of  the  service 
and  to  undertake  experimentation  and 
research.     Public  funds  may  supply  the 


capital  for  subways  and  two-level 
streets,  but  the  companies  will  still  need 
large  amounts  of  capital  for  which  the 
car  rider  himself  will  have  to  pay. 


Indiana  Utilities  Convention 
Plans 

PRELIMINARY  programs  are  now 
being  distributed  for  the  annual  con- 
ventions of  the  Indiana  Public  Utilties 
Association,  the  Indiana  Electric  Light 
Association  and  the  Indiana  Gas  Asso- 
ciation, which  will  be  held  May  22-24, 
at  the  Columbia  Club,  Indianapolis,  Ind. 
The  Public  Utilities  Association  meet- 
ings will  be  held  on  Wednesday,  the 
program  being  announced  as  follows : 

9:30  A.M. 
Address  by  President  Arthur  W.  Brady. 


Report  of  secretary. 

Report  of  treasurer. 

"The  Government  in  Business,"  by  John 
B.  Mailing,  Hammond,  Ind. 

"Training  of  Supervisory  Forces,"  by 
Morse  DellPlain. 

2:00  P.M. 

"Advanced  Safety  Measures,"  by  W.  R. 
Hirst,  Indiana  Bell  Telephone  Company. 

"Indiana's  Water  Supply,"  by  H.  E. 
Jordan,  Indianapolis  Water  Company. 

"Regulation,"  a  paper  or  remarks  by  a 
member  of  the  Indiana  Public  Service 
Commission. 

"Cultivation  Through  Advertising." 
Speaker  to  be  announced  later. 

7 :00  P.M. — Dinner 

Address  by  John  F.  Owens,  vice-presi- 
dent and  general  manager  Oklahoma  Gas 
&  Electric  Company  and  national  chair- 
man of  the  N.E.L.A.  committee  on  public 
relations. 


American  Association  ]^Iews 


=ft^ 


American  Executive  Committee  Meets 
in  Washington 

National  executive  body  holds  its  regular  meeting  during  United 

States  Chamber  of  Commerce  session  at  capital.     Progress 

of  Cleveland  convention  plans  reported  on 


SO  THAT  electric  railway  executives 
could  attend  the  annual  meeting  of 
the  United  States  Chamber  of  Com- 
merce, the  American  Electric  Railway 
Association  executive  committee  held  a 
meeting  on  May  9  in  the  Mayflower 
Hotel  at  Washington,  D.  C.  A  large 
volume  of  the  association's  business,  in- 
cluding the  further  development  of  plans 
for  the  Cleveland  convention,  was  dis- 
patched during  a  meeting  crowded  with 
constructive  discussion. 

The  large  and  representative  at- 
tendance present  included  the  following : 
President  R.  P.  Stevens,  L.  S.  Storrs, 
J.  H.  Hanna,  J.  G.  Barry,  S.  C.  Wat- 
kins,  F.  R.  Coates,  J.  N.  Shannahan, 
R.  I.  Todd,  Thomas  Conway,  Jr., 
Thomas  Fitzgerald,  H.  B.  Potter,  C.  D. 
Cass,  Harlow  C.  Clark,  W.  A.  Draper, 
E.  C.  Faber,  J.  S.  Kubu,  R.  H.  Dal- 
gleish,  Edward  Dana,  M.  B.  Lambert, 
S.  J.  Cotsworth,  C.  R.  EUicott,  H.  L. 
Geisse,  W.  F.  Ham,  B.  A.  Hegeman. 
Jr.,  L.  R.  Nash,  C.  C.  Peirce,  W.  E. 
Wood,  H.  J.  Kenfield,  A.  L.  Humphrey, 
Labert  St.  Clair,  Leslie  Vickers,  J.  W. 
Welsh,  A.  W.  Robertson,  Raleigh 
Reese,  C.  S.  McCalla,  W.  V.  Hill, 
Charles  Gordon  and  P.  W.  McGovern. 

At  the  opening  of  the  meeting  Presi- 
dent Stevens  explained  that  the  execu- 
tive committee  had  decided  to  gather 
in  Washington  during  the  United  States 
Chamber  of  Commerce  meeting  in 
recognition  of  the  work  being  done 
by  that  body.  He  introduced  Mr. 
Humphrey,  chairman  of  the  Transporta- 


tion and  Communication  Section,  who 
outlined  briefly  the  work  of  that  division 
of  the  National  Chamber.  President 
Stevens  also  called  on  A.  W.  Robert- 
son, president  of  the  Philadelphia  Com- 
pany, who  commented  briefly  on  the 
status  of  the  local  transportation  indus- 
try. He  called  attention  to  the  number 
of  inhibitions  that  rest  upon  the  indus- 
try, and  expressed  the  feeling  that  it  is 
to  the  industry's  credit  that  it  has  been 
able  to  operate  at  all  under  the  many 
restrictions  and  difficulties  which  it  has 
experienced.  He  emphasized  the  im- 
portance of  the  operating  personnel  in 
the  success  or  failure  of  a  local  trans- 
portation company  and  expressed  the 
opinion  that  the  importance  of  the  con- 
tact made  between  platform  men  and  the 
public  cannot  be  overestimated,  and  that 
there  is  a  wide  field  for  increased  effi- 
ciency through  more  efifective  use  of  an 
operating  company's  man  power. 

As  national  councilor  for  the  electric 
railway  industry,  J.  N.  Shannahan  com- 
mended the  increased  interest  being 
taken  by  electric  railway  men  in  the 
work  of  the  United  States  Chamber  of 
Commerce  and  in  that  of  the  local 
chambers  in  their  respective  cities.  He 
expressed  the  opinion  that  it  has  been 
of  decided  value  to  the  entire  industry. 

Details  of  Cleveland  Program 

Chairman  Frank  R.  Coates  of  the 
subjects  and  meetings  committee  out- 
lined the  tentative  program  that  has 
been    arranged    for    the    convention    in 


782 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.\9 


Cleveland  next  fall.  This  includes  not 
only  a  program  for  the  general  sessions, 
but  also  a  series  of  luncheon  group 
meetings  during  four  days  of  the  con- 
vention. The  general  subject  on  Mon- 
day of  convention  week,  after  the  open- 
ing formalities,  will  be  "The  economics 
of  transportation  and  the  need  for  pub- 
lic participation  in  the  solution  of  its 
problems."  Tuesday  will  be  devoted  to 
the  inspection  of  exhibits.  Tuesday 
night  is  set  aside  for  a  program  in  the 
hands  of  the  Advisory  Council.  On 
Wednesday  the  general  subject  will  be 
modernization.  Speakers  on  Thursday 
will  reflect  the  viewpoints  of  others 
regarding  the  local  transportation  indus- 
try. The  subjects  of  luncheon  meetings 
will  include  interurbans,  traffic,  edu- 
cation, merchandising,  financing,  public 
relations,  new  cars,  freight,  motor 
buses,  and  management.  Leslie  Vickers, 
economist  of  the  association,  will  act  as 
manager  of  the  group  luncheons. 

With  respect  to  the  work  of  the  com- 
mittee on  national  relations.  Chairman 
J.  H.  Hanna  outlined  briefly  the  effort 
to  obtain  modification  of  the  com- 
merce act  to  clarify  the  definition  of 
commercial  electric  railways,  and  the 
progress  of  pending  legislation  for  the 
regulation   of  interstate   buses. 

Dr.  Conway  Reports  on  I.  C.  C. 
Depreciation    Order 

For  the  sub-committee  on  deprecia- 
tion. Dr.  Thomas  Conway,  Jr.,  out- 
lined the  progress  of  developments  with 
respect  to  Interstate  Commerce  Com- 
mission Order  19157  directing  the 
electric  railways  reporting  to  the  com- 
mission to  show  cause  why  the 
commission's  rulings  with  respect  to 
depreciation  accounting  for  the  steam 
railroads  and  the  telephone  companies 
should  not  be  applied  to  electric  rail- 
ways. Dr.  Conway  reported  that  the 
hearings  are  expected  to  resume  about 
May  10  in  the  rehearing  of  the  railroad 
and  telephone  cases.  He  could  make 
no  prediction  as  to  when  the  electric 
railway  case  is  likely  to  be  called.  In 
answer  to  a  question  from  President 
Stevens,  Chairman  Hanna  said  that  al- 
though some  difficulty  had  been  experi- 
enced at  first  in  getting  from  operating 
properties  information  needed  by  the 
committee,  subsequently  there  had  been 
full  co-operation  which  had  enabled  the 
committee  to  proceed  effectively  in  the 
preparation  of  its  case.  Dr.  Conway 
explained  that  the  committee  on  standard 
classification  of  accounts  was  working 
in  co-operation  with  the  sub-committee 
on  depreciation  to  the  end  that  the 
former  committee  is  about  to  undertake 
a  study  of  the  need  for  revision  of  the 
standard  classification  with  respect  to 
depreciation  accounting. 

J.  H.  Hanna  as  chairman  reported  for 
the  committee  on  publications.  He  esti- 
mated that  Aera  would  about  live  up  to 
the  budget  estimated  for  it  at  the  begin- 
ning of  the  year,  and  requested  for  the 
committee  expressions  of  opinion  from 
the  industry  as  to  the  content  of  the 
magazine  and  suggestions  for  its 
improvement. 

In  the  absence  of  Chairman  Ltjke 
Bradley,   Mr.    Storrs   reported  for   the 


committee  on  electric  railway  finance. 
This  covered  a  tentative  outline  of  the 
effort  which  is  being  made  b^  the  com- 
mittee to  liberalize  the  terms  of  car 
purchase  now  available  through  existing 
car  financing  agencies.  In  commenting 
on  the  report,  J.  G.  Barry  said  that  it 
was  the  opinion  of  the  operating  mem- 
bers of  the  committee  that  terms  ap- 
proximating IS  per  cent  down  and  ten 
years  to  pay  instead  of  the  customary 
car  equipment  terms  of  25  per  cent 
down  and  five  years  for  the  balance, 
would  make  it  possible  for  railways  to 
buy  new  cars  out  of  income,  and  would 
thus  stimulate  the  replacement  of  ob- 
solete equipment.  He  said  that  the 
committee  expected  to  be  able  to  report 
real  progress  before  the  end  of  the  year. 
M.  B.  Lambert  suggested  the  desira- 
bility of  making  car  financing  facilities 
as  broad  as  possible  in  order  that  as 
many  car  builders  and  manufacturers  as 
desired  to  do  so  might  participate.  Mr. 
Barry  explained  that  it  was  the  hope  of 
the  committee  that  an  ultimate  basis  of 
financing  new  cars  might  be  developed 
in  which  all  manufacturers  could  par- 
ticipate. Thomas  Fitzgerald  held  that 
first  cost  of  cars  is  a  big  factor  in  dis- 
couraging purchase  of  new  equipment, 
and  pointed  out  that  the  industry  had 
been  demanding  custom-built  equipment 
which  made  the  price  of  new  cars  ex- 
cessive. He  argued  that  the  industry 
should  be  able  to  buy  cars  built  by 
the  manufacturers  on  a  production 
basis  at  considerably  lower  costs  than 
those  usually  entailed  under  existing 
conditions. 

Progress  in  Insurance 

H.  B.  Potter  reported  for  the  com- 
mittee on  insurance.  He  also  expressed 
the  regret  of  Mr.  Emmons,  who  was 
unable  to  attend  the  meeting.  Mr.  Pot- 
ter indicated  that  the  report  of  the  sub- 
committee on  fire  prevention  is  nearly 
completed.  He  outlined  also  the  pro- 
cedure which  the  committee  is  follow- 
ing in  an  effort  to  work  out  a  basis 
for  discussion  of  the  industry's  insur- 
ance problem  with  representatives  of  the 
Central  Rating  Bureau. 

C.  S.  McCalla  reported  for  the  enter- 
tainment committee.  There  was  con- 
siderable discussion  regarding  some  of 
the  entertainment  features  which  have 
been  planned  or  suggested.  General 
Secretary  Welsh  presented  routine  re- 
ports for  .several  standing  and  special 
committees  in  the  absence  of  their 
chairmen.  These  included  exhibits,  rapid 
transit,  public  speaking,  bus  deprecia- 
tion, publicity,  membership,  Electric 
Traction  speed  contest,  and  co-operation 
of  manufacturers.  The  Illinois  Electric 
Railways  Association  was  reported  as  a 
new  association  member.  Present  mem- 
bership stands  at  770  company  and  1,195 
individual  members. 

B.  I.  Budd,  F.  R.  Coates,  W.  H. 
Sawyer,  Thomas  Finnigan,  J.  H.  Alex- 
ander, J.  G.  Barry  and  T.  W.  Casey 
were  named  by  President  Stevens  as  a 
nominating  committee.  An  invitation 
from  Barron  G.  Collier  to  hold  the  next 
meeting  of  the  executive  committee  on 
the  yacht  Florida  on  the  North  River  in 
New  York  on  July  13  was  accepted. 


Exhibit 

UP  TO  the  close  of  business  on 
May  5  a  total  of  116  companies 
had  filed  requests  for  65,156  sq.ft.  of 
space  at  the  Cleveland  convention.  This 
was  the  outstanding  fact  in  the  report 
of  Chairman  J.  H.  Alexander  of  the 
committee  on  exhibit,  presented  at  the 
meeting  of  the  executive  committee  held 
in  Washington  on  May  9. 

Applications  were  mailed  to  members 
on  April  14,  which  is  a  full  month 
earlier  than  they  were  sent  out  last 
year.  In  a  number  of  instances  man- 
ufacturers who  had  small  space  last 
year  have  increased  their  requests  this 
year.  However,  there  have  been  some 
membership  resignations  among  the 
smaller  companies.  Assignments  of 
space  will  be  made  at  a  meeting  of  the 
exhibit  committee  to  be  held  in  Cleve- 
land on  May  16.  In  the  meantime. 
Chairman  Alexander  suggests  that  oper- 
ating member  companies  instruct  their 
purchasing  agents  to  direct  the  attention 
of  all  salesmen  visiting  them  to  the 
desirability  of  having  their  companies 
participate  in  the  next  convention  with 
an  exhibit.  He  is  particularly  anxious 
to  have  a  good  display  of  cars  in  the 
outdoor  track  spaces. 


New  Association  Members 

FOUR  manufacturers,  one  state  asso- 
ciation and  thirteen  individuals  were 
elected  to  membership  in  the  American 
Electric  Railway  Association  at  the 
meeting  of  the  executive  committee  held 
in  Washington  on  May  9.  Resignations 
were  accepted  from  three  operating 
companies  and  fourteen  manufacturers, 
while  one  manufacturing  company  was 
dropped.    The  new  members  elected  are  : 

Manufacturer  Companies 

Cowdrey  Brake  Tester  Organization, 
Inc.,  Fitchburg,  Mass. 

Curtin-Howe  Corporation,  New  York. 

DeLuxe    Products    Corporation,    La 
Porte,  Ind. 

Reliance     Manufacturing     Company, 
Massillon,  Ohio. 

State  Association 

Illinois  Electric  Railways  Association, 

Springfield,  111. 

♦ 

Summary  of  Uniform 
Vehicle  Code 

PAMPHLETS  giving  a  summary  of 
a  Uniform  Act  Regulating  the  Oper- 
ation of  Vehicles  on  Highways  and  a 
Uniform  Motor  Vehicle  Operators'  and 
Chauffeurs'  Licen.se  Act,  as  approved 
by  the  National  Conference  on  Street 
and  Highway  Safety,  are  now  being 
distributed  by  the  American  Electric 
Railway  Association.  This  summary 
has  been  prepared  for  the  convenience 
of  legislators,  state  officials  and  others 
who  believe  in  the  principle  of  uni- 
formity in  traffic  regulation  and  who, 
while  not  desiring  to  throw  away  the 
existing  laws  of  their  own  state,  are 
ready  and  willing  to  bring  these  into 
harmony  with  other  states  as  far  as 
practicable. 


I 


iMav  12,  1928 


ELECTRIC  RAILWAY  JOURNAL 


783 


Special  Session  of  Illinois 
Legislature 

In  the  formal  call  for  a  special  ses- 
sion of  the  Illinois  Legislature  to  give 
Chicago  home  rule  and  adequate  trans- 
portation 22  items  are  included,  thirteen 
of  which  pertain  to  Chicago.  The  call 
includes  legislation  for  the  consolida- 
tion of  the  transportation  agencies  in 
Chicago ;  the  building  of  subways  by 
special  assessments,  and  permits  the 
Legislature  to  repeal  the  law  limiting 
street  railway  franchises  to  twenty  years 
and  to  substitute  any  other  fixed  period 
of  time,  providing  all  franchises  for 
more  than  a  year  shall  be  approved  by 
the  electorate  concerned.  The  Gov- 
ernor's call  instructs  the  Legislature  not 
to  consider  any  franchise  which  is  "in- 
determinate or  terminable." 

Although  he  has  not  signified  his  ap- 
proval of  any  particular  number  of  years 
as  being  suitable  for  the  length  of  the 
franchise,  the  items  in  the  call  which 
have  to  do  with  Chicago  are  to  amend 
the  public  utilities  acts  so  as  to  transfer 
authorities  and  duties  now  vested  in  the 
Illinois  Commerce  Commission  in  re- 
gard to  Chicago  public  utilities  to  cor- 
porate authorities  of  Chicago  or  in  a 
board  or  commission  elected  by  Chi- 
cago citizens.  There  is  a  further  sug- 
gestion of  the  need  to  enact  a  new  law- 
embodying  the  same  provisions  giving 
Chicago  the  legal  right  to  grant  and 
control  franchises ;  amending  the  utili- 
ties act  of  June  29.  1921  :  amending  a 
clause  to  provide  for  the  incorporation 
of  cities  and  villages;  to  give  their  offi- 
cials power  to  permit,  regulate  or  pro- 
hibit laying  of  tracks  under  terms  and 
time  limits  not  to  be  perpetual  and  if 
exceeding  one  year  not  to  become  effec- 
tive without  approval  by  a  majority  of 
the  electors.  Finally,  the  plan  is  to 
amend  the  cities  and  villages  act  to 
comply   with   the   foregoing   provision. 

Any  laws  limiting  the  time  of  a  per- 
mit to  construct  railroad  tracks  in  any 
city,  town  or  village  would  be  amended, 
any  sucli  amendment  to  provide  against 
a  perpetual,  indeterminate  franchise. 
There  is  an  additional  suggestion  of 
legislation  providing  for  the  construc- 
tion of  subways  by  special  assessment 
and  for  the  laying  and  operation  of 
street  railroad  tracks  and  power  lines. 
To  further  unification  the  Legislature  is 
urged  to  enact  laws  or  amend  existing 
laws  so  as  to  authorize  the  consolidation 
and  merger  of  corporations  organized 
to  carry  passengers  for  hire. 


has  just  been  signed  by  Governor  Ful- 
ler. This  makes  the  act  operative. 
Under  the  terms  of  the  new  measure  the 
board  of  trustees  of  the  railway  is  re- 
duced to  three  members,  two  of  whom 
are  to  be  appointed  by  the  Governor  and 
one  bv  the  directors  of  the  road. 


Legislation  for  Boston  "EI"  Fails 

Nothing  has  come  of  all  the  attempts 
that  were  made  in  the  Massachusetts 
Legislature  this  year  to  legislate  for  the 
Boston  Elevated  Railway.  Numerous 
propositions  were  suggested.  All  that 
came  to  a  vote  were  rejected.  The  only 
measure  not  voted  on  was  Elliot  Wads- 
worth's  proposal  to  return  the  road  to 


the  stockholders ;  this  was  not  pressed 
because  it  would  undoubtedly  have  met 
with  the  same  fate  as  all  the  other  ideas. 
Governor  Fuller,  who  had  said  that 
he  would  keep  the  Legislature  in  session 
all  summer,  if  necessary,  to  secure  satis- 
factory Elevated  legislation,  called  a  con- 
ference on  that  subject  on  May  7,  but 
no  definite  action  has  been  announced. 
It  is  believed  that  the  Legislature  is  so 
unsettled  by  conflicting  views  on  public 
control,  public  ownership,  private  oper- 
ation and  rapid  transit  extension  propos- 
als that  it  cannot  accomplish  anything. 
In  the  absence  of  any  legislation  the 
Boston  Elevated  Railway  will  continue 
under  public  control,  subject  to  two- 
years  notice  of  termination  by  either 
side. 


Business  Must  Build  Permanently 
for  Prosperity 

Largest  United  States  Chamber  of  Commerce  meeting  ever  held 

goes  on  record  to  this  effect.    Walter  A.  Draper 

among  the  speakers 


Public  Control  Bill  of  Eastern 

Massachusetts  Signed 

The  new  law  which  extends  for  five 
years  more  the  public  control  of  the 
Eastern   Massachusetts    Street   Railway 


WITH  an  attendance  exceeding  that 
of  any  previous  meeting  the  six- 
teenth annual  session  of  the  Chamber 
of  Commerce  of  the  United  States  got 
under  way  on  May  8  in  Washington 
under  the  most  auspious  circumstances. 
Teamwork  in  business  was  the  keynote 
of  the  meeting.  This  was  based  upon 
the  conception  that  modern  business  is 
so  interwoven  there  is  a  great  common 
responsibility  to  build  permanently  for 
prosperity  and  to  eradicate  those  ele- 
ments and  influences  in  each  specific 
industry  that  tend  to  seek  immediate 
profit  at  the  expense  of  stability. 

This  modern  business  philosophy  was 
voiced  emphatically  in  an  address  by 
Judge  Edwin  B.  Parker,  chairman  of 
the  Chambers's  board  of  directors.  "The 
profession  of  business  must  be  purged 
of  those  pirates  whose  acts  stigmatize 
and  bring  business  generally  into  dis- 
repute," he  declared.  "Such  individuals, 
unmindful  of  their  duties  to  the  public, 
inevitably  bring  upon  themselves  and 
the  entire  institution  of  business  the 
thunderbolts  of  public  wrath  in  terms 
of  legislative  and  governmental  regula- 
tion that  hamper  a  legitimate  freedom 
of  initiative.  Ruthless  and  selfish  in- 
itiative must  be  curbed  in  the  public 
interest  and  in  the  interest  of  legitimate 
business." 

Lewis  E.  Pierson,  the  president  of 
the  Chamber,  came  out  unequivocally 
for  the  maintenance  of  the  Chamber's 
position  on  tax  reduction.  "That  posi- 
tion," he  declared,  "was  sound  when 
your  committee  made  its  recommenda- 
tions.    It  was  sound  when  the  member- 


ship, by  an  almost  unanimous  vote, 
indorsed  it.  Nothing  has  occurred  since 
to  modify  it.  It  is  sound  today.  The 
Chamber  is  committed  to  the  position 
that  government  income  and  govern- 
ment expenditures  sliould  substantially 
balance.  Large  surpluses  are  an  in- 
ducement for  demands  on  Congress  for 
extravagant  spending." 

In  spite  of  the  great  increase  in  the 
use  of  the  private  automobile,  the  num- 
ber of  revenue  passengers  transported 
by  public  means  of  transportation  also 
has  increased,  it  was  pointed  out  by 
W.  A.  Draper,  president  of  the  Cincin- 
nati Street  Railway,  at  the  Tuesday 
luncheon  of  the  Transportation  and 
Communication  group.  The  more  trans- 
portation facilities  that  are  offered,  he 
said,  the  more  travel  there  will  be.  The 
difficulty,  he  said,  is  not  in  providing 
better  transportation,  but  in  getting 
people  to  pay  for  it.  Some  will  be  will- 
ing to  pay  for  a  faster  and  better  serv- 
ice, but  large  numbers  of  people  will 
continue  to  demand  the  form  of  trans- 
portation that  can  be  provided  at  least 
cost.  An  abstract  of  Mr.  Draper's 
address  is  printed  elesewhere  in  this 
issue. 

In  its  refusal  to  confirm  John  J.  Esch 
as  a  member  of  the  Interstate  Commerce 
Commission,  the  Senate,  it  was  declared 
by  Samuel  Dunn,  editor  of  Railway 
Age,  acted  as  a  court  of  appeals  an3 
made  a  decision  in  the  Lake  Cargo  case 
when  it  had  not  heard  the  evidence  or 
the  arguments. 

"Adequate,  dependable  and  speedy 
railway  service,  such  as  we  now  have. 


784 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71.  A' 0.19 


is  essential  to  souikJ,  industrial,  com- 
mercial and  financial  conditions,"  Mr. 
Dunn  continued.  ''We  cannot  have  such 
service  long  unless  the  railways  are 
managed  efficiently  and  in  addition  are 
fairly  and  efficiently  regulated.  The  act 
to  regulate  commerce  is  restrictive 
enough — perhaps  too  restrictive.  The 
substitution  for  it  in  actual  practice  of 
a  still  more  restrictive  policy,  dictated 
largely  by  political  considerations,  is  un- 
fair t(3  railway  managers  and  investors 
in  railway  securities,  and  is  a  menace  to 
our  transportation  service  and  a  threat 
to  the  economic  welfare  of  the  country." 

Because  of  recent  scandals  associated 
with  men  prominent  in  high  business 
circles,  Judge  Parker  stated  that 
"America  and  American  business  are 
on  trial  before  the  world"  and  he  chal- 
lenged organized  business  to  "cast  the 
beam  out  of  its  own  eye  and  set  its 
house  in  order."    He  said  : 

Just  as  nations  will  decline  to  recognize 
a  government  committed  to  destroying  the 
foundations  of  civilization,  and  just  as  the 
legal  and  medical  professions  purge  them- 
selves of  unethical  practitioners,  so  will 
business  decline  to  recognize  as  a  member 
of  the  profession  of  business,  and  trade 
associations  will  decline  to  receive  into  their 
ranks,  or  will  expel,  an  individual  or  an 
organization  that  wilfully  violates  the  fun- 
damental principles  upon  which  sound 
business  rests,  or  that  persists  in  ignoring 
the  decencies  of  business  intercourse,  and 
besmatters  all  business  with  the  slime  of 
corruption  or  with  the  muck  of  unclean 
practices. 

Government  regulation  of  business 
and  government  ownership  of  businesses 
was  also  scored  by  Judge  Parker.  In 
this  connection  he  said : 

The  Chamber  of  Commerce  of  the  United 
States  is  committed  to  the  principle  that 
government  should  not  enter  the  realm  of 
business  to  undertake  that  which  can  be 
successfully  performed  in  the  public  interest 
by  private  enterprise.  This  principle  is 
politically  and  economically  sound.  It  is  in 
far  less  danger  from  the  propaganda  of 
radical  agitators  than  from  the  members 
of  the  business  profession  who  are  faith- 
less to  their  obligations,  who  break  down 
public  confidence,  and  who  provoke  govern- 
ment regulation. 

This  "cleaning  of  its  own  house"  was 
advocated  as  the  first  step  that  must  be 
undertaken,  in  the  greater  prosperity 
that  is  foreseen  for  American  business. 


Wages  Advance  in  Cleveland 

A  wage  increase  of  2  cents  an  hour 
was  announced  by  the  Cleveland  Rail- 
way, Cleveland,  Ohio,  effective  May  1 
for  the  benefit  of  2,800  motormen  and 
conductors  on  street  cars  and  motor 
coaches.  The  new  rates  are  67  cents 
for  the  first  three  months,  70  cents  for 
the  next  nine  months  and  72  cents 
thereafter.  The  men  had  demanded  a 
5-cent  raise  and  recognition  of  the  union. 
This  latter  the  company  refused,  on  the 
ground  that  the  Ohio  Supreme  Court 
had  held  that  it  was  against  public 
policy  for  a  utility  to  make  a  closed  shop 
agreement.  The  increase  will  cost  the 
company  $160,000  a  year. 

Joseph  H.  Alexander,  president  of  the 
company,    said   the   men   deserved   the 


increase  on  account  of  the  savings  they 
had  effected  in  accident  and  power  costs. 
He  announced  that  an  adjustment  will 
be  made  in  the  wages  of  shop  employees. 
The  shop  week  recently  was  reduced 
from  a  54-hour  to  a  44-hour  week,  with 
no  increase  in  the  hourly  rates  of  pay. 
This  reduction  in  hours  effected  a  sav- 
ing of  $350,000  annually  in  shop  ex- 
penses. Part  of  this  saving  will  be  con- 
sumed in  increased  rates  of  pay. 


^25,000,000  Terminal  Project 
for  Newark 

Long-discussed  plan  involving  use  of  canal 

bed  by  local  railway  conies  to  fruition. 

City  Commission  studying  project 

PROPOSALS  likely  to  change  the 
whole  aspect  of  the  center  of  New- 
ark, N.  J.,  and  alter  the  present  trend 
of  population  were  made  public  on  May 
9  by  Mayor  Thomas  L.  Raymond.  En- 
visioned in  proposed  contracts  between 
the  city  and  the  Pennsylvania  Railroad 
and  the  Public  Service  Corporation, 
operating  Public  Service  Co-ordinated 
Transport,  are  the  construction  of  a  new 
Pennsylvania  station  at  Market  Street, 
which  is  also  to  be  a  bus  and  trolley 
terminal,  the  routing  of  the  Hudson  tube 
trains  over  the  Pennsylvania  tracks  as 
far  as  South  Newark  and  the  consequent 
abandonment  of  the  Manhattan  Trans- 
fer and  of  the  present  tube  terminal  at 
Park  Place,  the  creation  of  a  high-speed 
trolley  line  along  the  right-of-way  of 
the  derelict  Morris  Canal  from  Penn- 
sylvania station  to  the  Belleville  city 
line  and  extension  of  South  Broad  Street 
by  viaduct  over  Pennsylvania  tracks  to 
connect  with  state  highway  No.  1. 

In  the  proposed  contract  with  the 
Public  Service  Corporation  the  city 
agrees  to  construct  a  two-track  electric 
railway  in  the  canal  bed  and  construct 
stations  along  the  route  and  build  a 
terminal  under  the  new  railroad  station. 
The  Public  Service  Corporation  agrees 
to  supply  the  cars  and  the  power  with 
which  to  operate  them  and  to  pay  the 
city  4i  per  cent  of  the  cost  of  building 
the  stations  and  the  terminal  under  the 
railroad  station.  The  Public  Service 
Corporation  is  to  get  credit  for  franchise 
taxes  now  paid  in  the  city  on  all  lines 
using  the  canal  roadbed. 

The  railway  to  be  built  by  the  city  in 
the  canal  bed  would  be  leased  to  the 
Public  Service  for  fifty  years,  with  a 
renewal  privilege  of  fifty  years.  After 
the  first  thirty  years,  either  the  city 
or  the  company  could  terminate  the 
contract  on  two  years'  notice.  The  Pub- 
lic Service  would  carry  maintenance 
and  repairs  on  the  railway  during  the 
terms  of  the  lease. 

The  whole  project  will  cost  $25,- 
000,000,  it  is  estimated.  The  city  will 
spend  $7,000,000  in  connection  with  the 
erection  of  the  new  Pennsylvania  sta- 
tion and  $5,500,000  on  the  improvement 
of  the  Morris  Canal  bed.  On  its  part 
the  Pennsylvania  will  contribute  $12,- 
500,000  toward  the  cost  of  the  station. 
Five  years  will  be  needed  to  complete 
the  work,  which  will  begin  as  soon  as 
the  contracts  are  signed. 


Hocker  Line  Resumes  Service 

After  a  cessation  of  ten  months,  serv- 
ice on  the  newly  organized  and  rehabili- 
tated Hocker  line,  now  known  as  the 
Kansas  City,  Merriam  &  Shawnee  Elec- 
tric Railway,  was  resumed  Sunday,  May 
6.  Herman  Sonken,  president  of  the 
line,  and  W.  K.  Paul,  vice-president, 
rode  the  first  car  over  the  line.  At  each 
of  the  33  stations  along  the  7-mile  route, 
they  announced  the  restoration  of  serv- 
ice. On  the  present  schedule,  the  first 
car  will  leave  Rosehill,  Kan.,  at  6 
o'clock.  Cars  will  operate  on  a  half 
hour  schedule  in  the  rush  hours  and  on 
an  hourly  basis  through  the  remainder 
of  the  day.  A  fare  of  3  cents  a  mile 
will  be  maintained,  with  regular  city 
tares  added  from  Rosedale  into  Kansas 
City. 

On  Saturday,  May  12,  the  official 
opening  celebration  was  to  take  place. 
A  parade  of  cars  from  the  Kansas  City 
terminus  of  the  line  at  Third  and  Dela- 
ware* Streets,  to  Rosehill  was  scheduled. 
Officials  of  both  cities,  the  Kansas  City 
Public  Service  Company,  200  Kansas 
City  business  men  and  a  30-piece  band 
were  to  be  passengers.  A  barbecue  was 
to  be  held  in  Shawnee  Park  at  the  con- 
clusion of  the  parade. 


Situation  Unchanged  in  Columbia 

Except  for  an  increase  in  the  number 
of  buses  operated  by  the  Columbia  Bus 
Company,  Columbia,  S.  C,  an  inde- 
pendent, there  has  been  little  change  in 
recent  weeks  in  the  transportation  prob- 
lem in  that  city — a  problem  that  has 
been  acute  since  March,  1927,  when  the 
cars  of  the  Columbia  Railway,  Gas  & 
Electric  Company  went  into  the  car- 
houses.  In  the  latter  part  of  April,  an 
appeal  was  taken  to  the  United  States 
Circuit  Court  of  Appeals,  sitting  at 
Richmond,  Va.,  from  an  order  of  United 
States  District  Judge  Ernest  Cochran 
revoking  an  order  to  stay  proceedings 
in  the  state  courts.  The  action  in  the 
United  States  Court  is  to  compel  the 
Broad  River  Power  Company,  the  con- 
trolling company,  to  resume  the  opera- 
tion of  the  street  cars. 

The  Columbia  City  Council  recently 
passed  an  ordinance  under  which  a  com- 
mittee has  routed  the  buses  of  the  Co- 
lumbia Bus  Company  on  30-minute 
schedules,  but  the  unregulated  10-cent 
jitneys  are  still  permitted  to  run  as 
free  lances.  Licenses  for  these  jitneyf 
have  been  refused  by  the  City  Council 
throughout  this  year  and  it  is  believed 
that  under  the  "route"  ordinance  they 
will  be  driven  from  the  field  as  their 
tnain  popularity  has  been  their  elasticity. 

Another  angle  to  the  transportation 
problem  is  that  in  the  election  for  two 
members  of  the  Columbia  City  Council, 
practically  every  one  of  the  14  candi- 
dates gave  his  views  on  transportation 
and  a  majority  expressed  the  opinion 
that  the  railway  was  the  ideal  system. 
The  two  men  elected,  both  serving  their 
first  term  in  Council,  and  both  young, 
have  declared  their  intention  of  doing 
what  they  could  to  give  Columbia  "ade- 
quate, dependable  transportation." 


Mav  12,  1928 


ELECTRIC  RAILWAY  JOURNAL 


785 


R.  P.  Stevens  Will  Head  Allied  Power 
&.  Light  Company 

Company,  newly  formed,  under  which  many  important  utility 

properties  are  being  brought  together.     Well-known 

engineering  and  financial  interests  concerned 


RP.  STEVENS  has  been  elected 
•  president  and  B.  C.  Cobb  chair- 
man of  the  board  of  the  Allied  Power 
&  Light  Company,  organized  to  con- 
solidate the  interests  of  Hodenpyl,  Hardy 
&  Company,  Inc.,  and  Stevens  &  Wood, 
Inc.,  New  York.  It  has  contracted 
to  acquire  substantial  stock  interests 
in  Commonwealth  Power  Corporation, 
Northern  Ohio  Power  Company,  Penn- 
Ohio  Edison  and  other  companies. 


R.  P.  Stevens 

Systems  of  great  magnitude  are  being 
brought  together  in  the  new  affiliation. 
They  are  not  only  far  flung  geograph- 
ically, but  they  embrace  nearly  every 
public  utility  activity,  with  no  incon- 
siderable part  made  up  of  railway  prop- 
erties. To  follow  the  companies  through 
in  all  their  ramifications  would  be  quite 
impossible  here,  but  their  extent  is  in- 
dicated by  the  fact  that  their  gross  an- 
nual receipts  are  about  $50,000,000.  This 
puts  the  properties  well  to  the  forefront 
of  systems  of  this  kind  as  earners. 

Among  the  companies  included  but 
not  necessarily  in  the  order  of  their 
importance  are  the  Commonwealth 
Power  Company,  the  Penn-Ohio  Edison 
Company,  the  Northern  Ohio  Power  & 
Light  Company,  the  Illinois  Power 
Company,  the  Southern  Indiana  Gas  & 
Electric  Company,  the  Michigan  Elec- 
tric Railway,  the  Electric  Railway  Se- 
curities Company  and  the  Sioux  City 
Service  Company.  Through  one  affil- 
iation or  another  the  allied  system  will 
include  the  railways  in  Youngstown  and 
vicinity,  Akron  and  environs,  Chat- 
tanooga, Nashville,  Grand  Rapids, 
Springfield,  111.,  Sioux  City  and  Sag- 
inaw and  the  Peoples  Railway  in  Day- 
ton as  differentiated  from  the  other 
roads  there.  This  summary  does  not 
presume  to  be  complete,  but  it  does  show 
that  the  properties  included  embrace 
city,  suburban  and  interurban  railway 
operations  of  vast  proportions. 

Mr.  Hodenpyl  and  Mr.  Hardy,  who 


have  been  largely  interested  in  Hoden- 
pyl, Hardy  &  Company,  Inc.,  since  its 
organization,  will  have  substantial  in- 
vestment interests  in  the  allied  company, 
but  will  not  actively  participate  in  its 
operations. 

B.  C.  Cobb  as  chairman  and  R.  P. 
Stevens  as  president  of  the  new  com- 
pany, with  Landon  K.  Thorne,  Al- 
fred L.  Loomis.  Jacob  Hekma,  J.  T. 
Harrington  and  H.  S.  Scarritt,  will 
constitute  the  board  of  directors  of  the 
Allied  Power  &  Light  Company.  Messrs. 
Thorne,  Loomis  and  Scarritt  are  officers 
of  Bonbright  &  Company,  Mr.  Harring- 
ton of  the  Penn-Ohio  system  and  Mr. 
Hekma  of  Hodenpyl.  Hardy  &  Company. 

Mr.  Stevens,  in  addition  to  being  pres- 
ident of  the  new  company,  is  President 
of  Penn-Ohio  Edison  Company,  which 
is  just  taking  over  the  Northern  Ohio 
Power  Company,  and  chairman  of  the 
board  of  Stevens  &  Wood.  Inc.,  also 
president  of  American  Electric  Railway 
Association. 

Mr.  Cobb,  in  addition  to  being  chair- 
man of  the  board  of  the  new  company, 
is  president  of  Consumers  Power  Com- 
pany, Northern  Ohio  Power  Company 
and  is  vice-president  of  Commonwealth 
Power  Company. 

Hodenpyl,  Hardy  &  Company,  Inc., 
was  organized  in  1914  and  with  its 
predecessors  has  for  more  than  30  years 
been  interested  in  the  organization,  de- 
velopment ar.d  operation  of  public  utility 
properties.  Many  of  such  properties 
are  now  successful  component  parts  of 
the  Commonwealth  Power  Corporation 
System.  Hodenpyl,  Hardy  &  Company 
and    associated    interests    were    among 


their  predecessor  companies,  for  many 
years  have  engaged  in  the  general  engi- 
neering and  construction  business  and 
the  managing,  supervising  and  financing 
activities  of  public  utility  corporations. 
In  addition,  their  engineering  work  in 
the  industrial  field  has  been  varied  and 
considerable.  Among  their  important 
power  house  undertakings  at  the  present 
time  are  the  Toronto  station  of  the  Ohio 
River  Edison  Company,  the  completion 
of  the  Fairbanks,  Alaska,  power  station 
for  the  U.  S.  Smelting,  Refining  &  Min- 
ing Company,  and  the  design  and  con- 
struction of  the  new  Deepwater  power 
station  at  Wilmington,  Del.,  for  the 
American  Gas  &  Electric  Company  and 
the  United  Gas  Improvement  Company, 
which  is  to  be  used  jointly  by  these  com- 
panies and  also  to  supply  process  steam 
to  E.   I.  duPont  de  Nemours  &  Com- 


W.  H.  Sawyer 

the  pioneers  in  the  development  of  the 
holding  company  plan  of  diversifying 
utility  interests,  the  development  of 
hydro-electric  plants,  the  long  distance 
transmission  of  electricity  by  high-ten- 
sion lines,  and  in  the  distribution  of 
securities  on  the  customer-ownership) 
plan. 

Stevens  &  Wood,  direcdy  or  through 


B.  C.  Cobb 

pany.  This  latter  is  the  first  new  sta- 
tion to  be  designed  for  1,200  lb.  steam 
pressure.  It  has  attracted  national  at- 
tention on  this  account  and  on  account 
of  its  many  other  progressive  design  fea- 
tures. Stevens  &  Wood,  Inc.,  of  which 
W.  H.  Sawyer  is  president,  will  con- 
tinue business  as  at  present  as  a  sub- 
sidiary company  and  as  consulting  en- 
gineers. Hodenpyl,  Hardy  &  Company 
will  be  dissolved.  Management  of  the 
companies  brought  together  will  be 
under  the  new  Allied  company. 

Bonbright  &  Company,  Inc.,  expect  to 
offer  in  the  near  future  an  issue  of  secu- 
rities of  the  new  company. 


"Give  and  Take"  Suggested 
in  Omaha 

President  Shannahan  of  the  Omaha  & 
Council  Bluffs  Street  Railway  has  sub- 
mitted to  the  City  Council  of  Omaha 
a  proposal  whereby  the  stockholders, 
bondholders  and  the  bondholders'  pro- 
tective committee  agree  that  if  the  city 
will  not  begin  an  ouster  suit  against 
the  company  when  its  franchise  expires 
on  May  22  next,  the  company  will  not 
object  to  the  inclusion  in  the  new  fran- 
chise of  a  provision  that  the  company 
waive  all  claims  and  rights  under  past 
franchises  and  ordinances  upon  which 
is  based  the  claim  to  the  possession  of 
a  perpetual  franchise.     The  new  fran- 


786 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.l9 


chise  is  scheduled  for  submission  to  the 
voters  at  the  November  election. 

The  attorneys  on  both  sides  have  filed 
a  stipulation  in  the  federal  court  in  the 
case  brought  by  the  Guardian  Trust 
Company  for  the  bondholders  to  estab- 
lish the  right  to  a  perpetual  franchise 
setting  forth  the  agreed  facts.  The  case 
will  be  ready  for  immediate  submission 
if  a  new  franchise  is  denied,  and  will 
be  dismissed  if  a  new  franchise  is 
granted. 

♦ 

Oldest  Horse  Car  Presented  to 
Henry  Ford 

At  a  rather  unusual  ceremony  on 
May  8,  H.  Hobart  Porter,  president  of 
the  Brooklyn  City  Railroad.  Brooklyn, 
N.  Y.,  presented  to  Henry  Ford  for  in- 
stallation in  his  museum  at  Dearborn, 
Mich.,  the  oldest  horse  car  of  its  type 
in  existence.  After  an  exhaustive  search 
by  Mr.  Ford's  agents  the  Brooklyn 
selection  was  made.     This  car,  known 


became  a  motorman.  He  still  is  in  the 
company's  employ  on  the  Flatbush  Ave- 
nue Line. 

H.  Hobart  Porter,  president  of  the 
railway,  in  presenting  the  ancient  vehi- 
cle to  Mr.  Ford  said: 

In  1853,  at  the  very  inception  of  street 
car  transportation,  the  Brooklyn  City  Rail- 
road was  organized  by  the  citizens  of 
Brooklyn  in  order  that  they  might  enjoy 
this  then  modern  method  of  transportation. 
The  funds  for  this  company  were  secured 
by  a  door  to  door  sale  of  its  $10  par  value 
stock  for  $10  in  cash.  During  the  75  years 
which  have  intervened  the  Brooklyn  City 
Railroad  has  never  been  in  receivership 
or  reorganized,  and  many  of  the  owners  of 
its  stock  today  are  direct  descendants  of 
the  original  purchasers.  During  this  three- 
quarters  of  a  century  the  management  of 
the  Brooklyn  City  Railroad  has  confined 
itself  to  endeavoring  to  serve  the  public 
and,  I  believe,  has  a  very  enviable  record 
therefor. 

I  have  heard  it  said,  Mr.  Ford,  that  you 
are  the  man  that  made  walking  a  pleasure 
and  I,  who  have  a  long  memory  and  lived 
some   years   in  the   past   century,  have  al- 


r.    i    A.    Photos,   Inc. 


Henry  Ford  drives  model  of  yesteryear 


in  its  time  as  a  "Jigger,"  is  a  one-horse 
model  and  was  originally  placed  in  serv- 
ice in  1868. 

For  twenty  years  the  car  was  oper- 
ated on  the  crosstown  line  of  the  Brook- 
lyn City  Railroad  from  Hunters'  Point, 
Long  Island  City,  to  Erie  Basin  in 
South  Brooklyn.  In  1888  the  car  was 
taken  from  this  main  line  and  replaced 
by  a  vehicle  of  the  two-horse  type.  The 
original  car  was  then  put  into  service 
on  a  route  from  Hunters'  Point  to  the 
34th  Street  Ferry  at  the  foot  of  Borden 
Avenue.  Here,  under  the  guidance  of 
Michael  O'Connor,  long  since  passed 
away,  it  was  operated  until  1897,  when 
this  route  was  discontinued.  The  car 
was  built  by  the  Jones  Car  Company, 
West  Troy,  N.  Y. 

An  interesting  feature  of  the  cere- 
mony on  May  8  was  the  fact  that  the 
driver  in  charge  of  the  car  was  James 
P.  Gregory,  who  entered  the  service  of 
the  Brooklyn  City  Railroad  in  1884. 
He  long  served  as  a  driver  of  horse  cars, 
and  with  the  advent  of  the  electric  car 


ways  taken  exception  to  that  statement. 
Long  before  the  birth  of  the  Model  "T" 
there  was  a  vehicle  that  made  walking, 
running  or  swimming  even  a  joy.  There 
is  that  vehicle,  the  old  horse  car.  It  served 
a  useful  purpose  and  was  superseded.  It 
is  a  mute  witness  of  another  day. 

Concluding  he  said  that  as  Mr.  Ford 
had  done  more  than  any  other  man  to 
modernize  the  transportation  methods 
of  the  world,  it  was  fitting  that  this  well- 
preserved  relic  of  urban  mass  trans- 
portation should  be  intrusted  to  him  and 
in  behalf  of  the  Brooklyn  City  Railroad 
and  the  people  of  Brooklyn  he  turned 
the  car  over  to  him  for  his  museum. 

Among  the  prominent  men  invited  to 
attend  the  ceremony  were  the  Honorable 
James  J.  Byrne,  president  of  the  Bor- 
ough of  Brooklyn;  Barron  Collier,  Col. 
W.  N.  Dykman,  E.  P.  Maynard,  officials 
of  the  Ford  Motor  Company.  C.  E. 
Morgan,  vice-president  and  general 
manager  of  the  Brooklyn  City  Railroad, 
and  other  officers  of  that  company  also 
witnessed  the  presentation. 


Vote  in  St,  Louis  Favors  Strike 

A  strike  of  the  St.  Louis  Public 
Service  Company's  trainmen  and  shop 
workers  affiliated  with  the  Amalga- 
mated Association  seems  likely.  On 
Wednesday,  May  9,  the  question  of  a 
strike  was  submitted  to  the  workers 
at  secret  meetings.  Since  then  it  has 
been  announced  that  4,455  men  voted 
for  and  16  against  a  walkout  unless 
the  company  recedes  from  its  stand 
against  the  increased  wages  sought  by 
the  men  and  its  intention  of  forcing 
through  a  lower  wage  schedule  when 
the  contract  expires  on  June  2. 

On  May  3  the  company  served 
written  notice  on  the  union  officials 
that  it  had  exercised  the  30-day  clause 
of  cancellation  and  that  so  far  as  it  was 
concerned  the  contract  would  be  a  dead 
letter  on  and  after  June  2.  The  time  for 
the  strike,  if  one  is  called,  is  up  to  a 
special  committee  appointed  by  the 
union.  In  the  meantime  it  is  understood 
the  union  will  not  abandon  hope  of 
reaching  a  satisfactory  understanding, 
and  negotiations  will  continue  up  to  the 
expiration  of  the  present  contract. 

To  date  neither  side  to  the  contro- 
versy has  seen  fit  to  use  a  clause  in  the 
contract  under  which  disputes  as  to 
wages,  etc.,  may  be  submitted  to  the 
Missouri  Public  Service  Commission. 
Mayor  Victor  J.  Miller  has  declined  to 
act  unless  requested  to  do  so  by  one  of 
the  disputants. 

The  present  wages  of  the  carmen 
range  from  50  to  67  cents  an  hour,  the 
average  weekly  wage  being  $36.  Shop- 
men under  the  scale  asked  by  the  union 
would  receive  an  increase  of  10  cents 
an  hour  and  the  carmen  5  cents.  This 
would  mean  a  total  increase  of  $2,833,- 
000  in  the  annual  payroll  or  28.5  per 
cent,  the  union  contends.  The  company's 
answer  is,  the  increase  would  total  far 
in  excess  of  the  union's  figures.  In  turn 
it  has  asked  that  wages  be  cut  4  to  6 
cents  an  hour.  This  would  save  8.27  per 
cent  on  the  payrolls  and  total  $837,000 
annually.  According  to  the  company 
fares  would  have  to  be  increased  to 
grant  the  union's  demands. 

The  decrease  in  the  number  of  pas- 
sengers carried  in  St.  Louis  since  1923, 
when  the  present  wage  scale  went  into 
effect,  has  reduced  revenues  $5,790,000. 

Sam  W.  Greenland,  manager  of  the 
company,  has  expressed  a  willingness  to 
conduct  further  negotiations  with  the 
workers. 


Fare  Change  Impends 
at  Harrisburg 

According  to  the  Harrisburg  Patriot 
the  Harrisburg  Railways,  Harrisburg, 
Pa.,  has  in  mind  an  increase  in  fares. 
The  corporation's  property  is  being  in- 
ventoried and  appraised.  The  same  au- 
thority says  that  several  plans  for  an 
increased  fare  are  under  consideration. 
One  is  to  maintain  the  present  6-cent 
fare  and  eliminate  the  transfer.  An- 
other is  to  retain  the  transfer  and  raise 
the  rate  to  7  cents.  Still  another  plan 
provides  for  fare  zones. 


■Max  12,  1928 


ELECTRIC  RAILWAY  JOURNAL 


787 


Decision  in  Piedmont  8C  Northern 
Case  to  Be  Appealed 

Suit  is  to  be  filed  as  a  result  of  the 
recent  refusal  of  the  Interstate  Com- 
merce Commission  to  grant  the  Pied- 
mont &  Northern  Railway  permission 
to  build  a  connecting  link  between  its 
North  Carolina  and  South  Carolina 
divisions  from  Spartanburg  to  Gastonia 
and  to  extend  its  lines  from  Charlotte 
to  Winston-Salem.  At  the  time  of  the 
hearing  of  the  case  last  summer,  Mark 
W.  Potter,  New  York,  one  of  the  attor- 
neys for  the  company,  stated  that  the 
railroad  reserved  the  right  later  to  ques- 
tion the  commission's  jurisdiction  in 
such  cases. 

The  Piedmont  &  Northern,  through 
its  proposed  extensions,  would  have  pro- 
vided an  outlet  southward  for  the  Nor- 
folk &  Western,  which,  with  connecting 
lines,  would  have  made  possible  forma- 
tion of  a  new  trunk  line  railroad  to 
Florida.  The  Southern  Railway,  in 
particular,  along  with  the  Louisville  & 
Nashville  and  the  Seaboard  Air  Line, 
opposed  the  application,  and  the  commis- 
sion decided  that  the  Piedmont  &  North- 
ern was  really  a  railway  doing  a  general 
business,  the  only  difference  between  it 
and  other  roads  in  the  section  being 
that  it  was  operated  by  electricity. 


The  subject  of  regulation,  where  it  was 
touched  upon  at  all,  stressed  the  need 
of  regulation  for  the  public's  safety,  but 
said  nothing  about  the  equally  important 
function  of  protecting  the  utility  indus- 
try's service  to  the  public  and  its  in- 
vestors. 

After  due  deliberation  the  committee 
decided  a  new  book  should  be  written 
that  would  tell  the  truth,  the  whole  truth, 
and  nothing  but  the  truth  about  the  util- 
ities. The  first  few  books  off  the  press 
were  sent  rather  diffidently  to  school 
officials  with  letters  telling  them  that  if 
the  books  met  with  their  approval,  and 
if  they  believed  their  students  could  use 
them  with  profit,  more  would  be  fur- 
nished free  of  charge.  The  response 
was  very  gratifying. 


Slogans  in  Philadelphia 

Prizes  have  just  been  awarded  by  the 
Philadelphia  Rapid  Transit  Company, 
Philadelphia,  Pa.,  for  three  safety  slo- 
gans suggested  by  its  employees.  Two 
winners  were  bus  operators,  the  other 
a  chemist  connected  with  one  of  the 
power  stations.    The  slogans  follow : 

The  best  safety'  device  is  located  just 
above  your  ears.    Use  it. 

Habits  are  easy  to  form.  Make  safety 
one  of  them. 

Do  your  hesitating  on  the  sidewalk,  not 
in  the  street. 

Be  careful  and  take  a  look.  After  you 
have  looked  be  careful. 


"Aladdins  of  Industry" 
Distributed  in  Ohio 

Complete  and  accurate  information 
about  electric  railways  is  being  put  into 
the  hands  of  the  student  generation  of 
Ohio  by  a  school  textbook,  "Aladdins  of 
Industry,"  compiled  by  the  State  Com- 
mittee on  Public  Utility  Information. 
This  book,  now  used  by  1,152  high 
schools  and  colleges  as  a  basis  for  their 
regular  class-room  work,  has  run  into 
five  editions,  comprising  192,000  copies. 
All  branches  of  public  utility  operation 
are  discussed.  The  history  of  electric 
railways  is  traced,  their  growth  pic- 
tured, present-day  activities  described 
and  plans  for  the  future  discussed.  Reg- 
ulation, fares,  taxation,  cost  of  service 
and  the  like  are  treated  at  length. 

In  its  study  of  textbooks  then  in  use, 
the  Ohio  committee  found  the  subject  of 
utilities  was  generally  confined  to  a 
chapter  or  less,  the  information  often 
being  sadly  out  of  date. 


Progress  Made  Toward  Changes 
in  Toledo  Operation 

Representatives  of  the  city  and  the 
Community  Traction  Company,  Toledo, 
Ohio,  have  agreed  upon  major  ideas  in 
a  plan  for  a  solution  of  railway  matters 
at  issue  in  Toledo  for  several  years. 
These  grew  out  of  features  of  the  Milner 
service-at-cost  plan  that  proved  dis- 
appointing and  the  slump  in  car  riding 
brought  about  by  the  tremendous  gain 
in  the  number  of  privately  owned  auto- 
mobiles. According  to  the  program  of 
Mayor  Jackson,  one  of  two  suggested 
changes  will  be  presented  to  the  City 
Council  on  May  21. 

Street  Railway  Commissioner  E.  L. 
Graumlich  and  David  H.  Goodwillie, 
member  of  the  board  of  street  railway 
control,  had  a  large  part  in  drawing  up 
the  new  plan.  Mr.  Goodwillie  is  a 
former  city  service  director  and  has 
served  on  the  board  during  the  entire 
six  years  of  operation  under  the  Milner 
ordinance. 

The  Community  Traction  Company 
will  pav  off  a  paving  obligation  of 
$185,000  plus  interest,  and  the  Toledo 
Edison  Company  will  reduce  the  power 
rate  as  agreed  upon  in  recent  negotia- 
tions. The  Doherty  interests  have  also 
agreed  to  provide  nearly  $1,000,000  of 
new  capital  to  finance  the  work  of  re- 
habilitating and  extending  the  railway 
lines. 

The  company  will  also  agree  to  pur- 
chase about  125  buses.  In  return  the 
city  plans  to  pass  an  ordinance  which 
will  prohibit  independent  bus  lines  from 
operating  within  a  quarter  mile  of  exist- 
ing transit  lines,  a  plan  that  could  not 
be  construed  as  monopoly  under  the  city 
charter.  Arrangements  will  be  made  to 
purchase  at  a  fair  appraisal  the  property 
of  present  lines  which  have  no  franchise 
or  operating  rights  in  the  street. 

Under  the  general  plan  no  vote  of 
the  people  will  be  necessary  to  put  into 
effect  several  improvements  and  retain 
the  general  Milner  plan. 

Railway  revenues  have  responded 
favorably  as  a  result  of  increased  em- 
ployment in  Toledo,  and  with  the  sinking 
fund  requirements  now  eliminated,  a 
surplus  will  probably  be  shown  by  the 
Community  Traction  Company  each 
month. 


Electrification  Rumors  About 
New  York  Central  Revived 

The  New  York  Central  Railroad  has 
spent  upwards  of  $1,000,000  making  a 
survey  to  study  the  advisability  of 
electrifying  its  entire  main  line  from 
New  York  to  Buffalo,  in  which  work 
about  $20,000,000  will  be  spent  in  elec- 
trifying its  Buffalo  terminals.  This 
statement  is  attributed  to  William  E. 
Robertson,  vice-president  of  the  Ter- 
minal Grade  Crossings  Commission, 
Buffalo,  and  vice-president  of  the 
Robertson  Electric  Construction  Com- 
pany, Buffalo. 

Mr.  Robertson  says  the  information 
came  to  the  commission  in  its  negotia- 
tions with  the  New  York  Central  Rail- 
road. The  announcement  of  reported 
plans  of  the  New  York  Central  was 
made  by  Mr.  Robertson  before  a  meet- 
ing of  the  Buffalo  City  Council  in 
which  he  added  that  the  company's 
lines  within  the  city  will  be  electrified 
within  the  next  ten  years.  Mr.  Robert- 
son said: 

The  survey  already  completed  by  engi- 
neers for  the  New  York  Central  indicates 
the  electrification  of  the  main  line  between 
Buffalo  and  New  York  will  cost  $350,000,- 
000.  Carrying  out  the  plan,  of  course, 
involves  the  matter  of  financing  the  change 
from  steam  to  electricity  on  about  450  miles 
of  main  line  track  right-of-way  and  is 
consequently  a  matter  on  which  the  bankers 
and  financiers  must  express  their  approval 
before  work  actually  gets  under  way. 

Mr.  Robertson  says  he  believes  the 
work  will  be  startecl  within  five  years 
and  will  be  completed  within  the  ten- 
year  period. 

On  May  9  the  New  York  Times 
said : 

Wall  Street  expects  an  announcement 
soon  of  plans  for  the  electrification  of  the 
New  York  Central  Railroad  main  line  be- 
tween New  York  and  Buffalo.  It  is  said 
that  the  large  initial  cost  of  electrification 
is  the  main  obstacle  in  the  way  of  realiza- 
tion of  such  a  project,  and  the  financial 
district  reports  indicate  that  $100,000,000 
annually  would  be  requi-ed  to  be  spent 
for  three  years  to  complete  the  work. 


Nine  Cents  in  Sioux  City 

A  ten-dav  notice  of  an  increase  in  its 
fares  in  Sioux  City,  Iowa,  to  9  cents, 
with  three  tokens  for  25  cents,  effective 
May  10,  was  given  recently  hv  the 
Sioux  City  Service  Company.  Children's 
fares  are  5  cents. 

W.  J.  Bertke,  vice-president  and  gen- 
eral manager,  said  that  continuous  de- 
crease in  revenue  and  increased  taxa- 
tion, necessitated  the  fare  increase.  Pas- 
senger revenue  last  year'  was  $246,716 
less  than  in  1926.  Under  its  franchise 
the  company  is  allowed  a  6.5  per  cent 
return  upon  its  appraised  valuation  of 
$5,186,533  and  the  8-cent  fare,  in  force 
the  last  fifteen  months,  has  failed  to 
meet  this  limit.  The  operating  return 
last  year  was  $211,806  below  the  $337,- 
125  permitted  under  the  franchise.  Op- 
erating revenue  last  year  was  $814,535, 
of  which  all  but  $6,887  came  from  pas- 
senger tariffs.  The  operating  expense 
was  $696,758. 


788 


ELECTRIC  RAILWAY  JOURNAL 


Vol.7\.Xo.l9 


j     Recent  Bus  Developments 


Another  25-Cent  Line  in 
Pittsburgh 

Advantage  was  taken  of  the  idea  of 
direct  mail  advertising  by  the  Pittsburgh 
Motor  Coach  Company,  Pittsburgh,  Pa., 
in  connection  with  the  establishment  on 
April  23  of  service  on  the  company's 
fifth  de  luxe  motor  coach  line,  which 
connects  the  Highland  Park  district,  a 
high-class-  residential  section,  with  the 
downtown  business  section  of  Pitts- 
burgh. The  new  route  intersects  one  of 
the  present  lines  in  the  East  Liberty 
district,  at  which  point  transfers  are  is- 
sued to  and  received  from  the  East  Lib- 
erty line.  The  new  route  is  7  miles 
long.  The  fare  is  25  cents  with  21 
tickets  for  $5. 

The  letter  to  prospective  customers 
was  signed  by  T.  W.  Noonan,  general 
manager.     It  was  as  follows : 

Commencing  Monday,  April  23,  motor 
coach  service  will  be  started  between  down- 
town Pittsburgh  and  the  Highland  Park 
district. 

The  new  route  will  operate  between  the 
East  End  terminal,  Callowhill  Street  and 
Highland  Avenue,  and  the  downtown  ter- 
minal, Liberty  Avenue  at  Grant  Street.  This 
route  will  operate  via  Euclid  and  St  Clair 
Streets,  through  the  Shadyside  and  Oak- 
land districts  to  downtown  Pittsburgh  via 
the  Boulevard  of  the  Allies  as  indicated  by 
the  inclosed  schedule. 

The  fare  will  be  25  cents  one  way,  with 
tickets  on  sale  at  21  for  $5. 

Transfers  will  be  issued  if  you  wish,  to 
the  present  inbound  East  Liberty  route 
(passengers  to  change  at  Penn  Avenue  and 
Highland  Avenue)  upon  payment  of  regu- 
lar fare,  and  will  also  be  accepted  from  the 
outbound  East  Liberty  route  at  Penn  Ave- 
nue and  Highland  Avenue. 

Powerful,  roomy,  comfortable  and  safe 
coaches  are  to  be  used,  the  very  latest  and 
best  in  motor  coach  design  and  manufac- 
ture. 

Relieve  yourself  of  the  inconvenience, 
worry  and  nerve  strain  that  always  go 
with  driving,  by  riding  the  coaches. 

The  motor  coach  company  is  a  sub- 
sidiary of  the  Pittsburgh  Railways. 


Another  Bus  Purchase  Reported 
in  Washington 

Purchase  of  the  Montgomery  Bus 
Line  by  the  Washington  Railway  & 
Electric  Company,  Washington,  D.  C, 
is  said  to  be  under  way.  The  bus  line 
is  owned  and  controlled  entirely  by 
citizens  of  Rockville.  It  was  started 
some  years  ago  as  a  jitney  undertaking. 
Four  buses  now  make  thirteen  round 
trips  a  day  between  Washington  and 
Rockville,  Md.  They  enter  Washington 
via  Massachusetts  Avenue,  and  run  to 
the  bus  termi'.ial  at  Ninth  and  E  Streets. 
Only  recently  the  bus  line  obtained  from 
the  Maryland  Public  Service  Commis- 
sion the  right  to  pick  up  passengers  at 
any  point  along  its  route.  Railway  offi- 
cials are  said  to  have  indicated  that  the 
bus  service  would  be  amplified  and  ar- 


rangements made  for  transfers  to  the 
lines  of  the  Washington  Railway  & 
Electric  Company  in  the  city.  Despite 
these  negotiations  there  is  said  to  be  no 
intention  to  abandon  the  Georgetown- 
Rockville  Railway.  On  the  contrary, 
the  company  is  said  to  plan  to  improve 
the  roadbed  and  renovate  the  cars.  The 
Washington  Railway  &  Electric  Com- 
pany recently  took  over  the  privately- 
owned  bus  route  to  Cheverly,  Md.,  and 
is  improving  service  to  that  suburban 
communitv. 


Would  Operate  in  San  Leandro 

Certain  officers  of  the  Key  System 
Transit  Company,.  Oakland,  Cal.,  have 
applied  to  the  California  Railroad  Com- 
mission for  authority  to  operate  a  bus 
service  in  the  city  of  San  Leandro.  It 
is  the  intention  of  the  applicants  to 
transfer  the  said  operating  right  to  a 
corporation  which  is  being  organized, 
and  will  be  known  as  the  Key  System- 
San  Leandro  Bus  Company. 


Transfer  in  Binghamton 

The  Triple  Cities  Bus  Lines,  owned 
by  Edward  A.  Dorey,  has  been  granted 
permission  by  the  Endicott  Board  of 
Trustees  to  transfer  the  Binghamton- 
Endicott  bus  routes  to  the  Binghamton 
Railway  Bus  Lines,  Inc.,  subsidiary  of 
the  Binghamton  Railway,  which  now 
leases  the  bus  line.  The  railway  has 
been  operating  the  route  for  some  time 
and  now  desires  to  purchase  it.  It  is 
necessary  to  secure  permission  from  the 
communities  through  which  a  route 
passes  before  formal  application  is  filed 
with  the  New  York  Public  Service 
Commission  requesting  the  transfer  of 
franchise. 


Symbolic  Radiator  Caps  in 
Washington 

NEW  radiator  caps,  consisting 
of  a  miniature  copy  of  the 
dome  of  the  Capitol  with  wings  on 
either  side  and  the  letters  "D.  C." 
on  a  plate  in  front  have  made  their 
appearance  on  the  buses  of  the 
Washington  Rapid  Transit  Com- 
Company,  Washington,  D.  C.  The 
device  was  designed  by  Harry 
Burlingame,  a  student  at  McKinley 
Manual  Training  High  School,  and 
was  adjudged  the  best  of  all  the  de- 
signs submitted  in  the  recent  con- 
test. The  cap  has  been  worked  out 
in  polished  aluminum.  The  rules 
of  the  contest  called  for  a  device 
"symbolic  of  the  District  of  Colum- 
bia as  the  Nation's  Capital,"  and 
the  winged  dome  was  considered 
particularly  appropriate.  Inci- 
dentally, Mr.  Burlingame  received 
$100  for  his  suggestion. 


77-Cent  Fare  Suggested  on 
Philadelphia  Substitute  Line 

Bus  operation  at  a  7i-cent  fare  rate 
will  be  attempted  by  the  Philadelphia 
Rapid  Transit  Company,  Philadelphia. 
Pa.,  for  the  first  time  under  the  author- 
ity of  two  ordinances  approved  by  the 
transportation  committee  of  the  City 
Council.  The  measures  contemplate  sub- 
stitution of  bus  service  for  trolley  lines 
A  and  B.  one  line  operating  from 
Bethlehem  Pike  and  Germantown  Ave- 
nue to  City  Line  and  Perkiomen  Avenue 
and  the  other  running  over  Perkiomen 
Avenue  and  Hillcrest  Avenue  to  Erden- 
heim.  The  new  bus  routes,  X  and  X-1, 
when  finally  approved  by  the  Council, 
also  will  provide  free  transfer  privileges 
for  interchange  with  electric  railway 
route  23. 

A  companion  ordinance,  authorizing 
the  removal  of  tracks  from  the  streets 
where  the  railway  service  will  be  aban- 
doned, also  was  ratified  by  the  commit- 
tee. The  usual  bus  fare  is  10  cents,  with 
3  cents  additional  for  exchange  privi- 
leges. Coleman  Joyce,  of  Philadelphia 
Rapid  Transit  counsel,  pointed  out  that 
the  northwest  service  merely  contem- 
plated a  substitution  of  buses  for  trolleys 
and  that  no  bus  route  through  new  terri- 
tory was  being  established,  as  in  the 
northeast.  The  advocates  of  the  plan 
said  they  had  taken  into  account  the  fact 
that  the  Public  Service  Commission 
might  decline  to  approve  the  contracts 
after  passage  by  City  Council  on  the 
ground  that  the  fare  was  not  consistent 
with  the  established  charge  for  bus 
service. 


St.  Louis-Alton  Route  Sought 

A  permit  has  been  asked  of  the  Mis- 
souri Public  Service  Commission  by  the 
Alton  Railway,  a  subsidiary  of  the  East 
St.  Louis  Railway,  East  St.  Louis,  111., 
to  operate  buses  between  St.  Louis  and 
Alton.  The  route  would  cross  the  Mis- 
souri River  and  the  Mississippi  River 
on  new  privately  owned  bridges  being 
built  near  Fort  Bellefontaine  and  Alton. 
The  granting  of  the  permit  by  the  Mis- 
souri Public  Service  Commission  will 
enable  the  Alton  Railway  to  place  in 
service  on  this  new  route  the  de  luxe 
Blue  Goose  Motor  Coaches. 


Extension  of  Coach  Route  in 
Los  Angeles  Desired 

The  Los  Angeles  Railway  and  the 
Pacific  Electric  Railway  have  filed  a 
joint  application  with  the  California . 
Railroad  Commission  for  permission  to 
extend  their  Sunset  Boulevard  motor 
coach  line.  Permission  is  also  asked  to 
increase  the  one-way  fare  to  15  cents, 
to  apply  between  Fifth  and  Hill  -Streets 
and  Sunset  Boulevard  and  Crescent 
Heights  Boulevard ;  one-way  fare  be- 
tween I'ifth  and  Hill  Streets  and  Sunset 
Boulevard  and  Western  Avenue,  10 
cents ;  one-way  fare  between  Sunset 
Boulevard  and  Crescent  Heights  Boule- 
vard and  First  Street  and  Vermont 
Avenue,  10  cents. 


Max  12.  1928 


ELECTRIC  RAILWAY  JOURNAL 


789 


Commission  Powerless  to  Act  in 
New  York-Canada  Case 

The  Public  Service  Commission  of 
New  York  has  decided  that  it  is  without 
authority  to  entertain  the  petition  by 
Melville  L.  Van  Dyke  for  a  certificate 
covering  operation  of  a  bus  line  from 
Shelton  Square  over  certain  streets  in 
Buffalo  as  a  part  of  a  line  to  Fort  Erie 
and  Bridgeburg,  Canada.  A  memoran- 
dum by  Commissioner  Pooley  says : 

From  the  cases  considered  by  the  United 
States  Supreme  Court  and  the  courts  of 
this  state  it  appears  that  while  bus  oper- 
ators,   engaged    exclusively    in    interstate 


Financial  and  Corporate 


^^^ 


Segregation  of  Indianapolis  8C 
Cincinnati  Properties  Proposed 

Two  new  corporations  will  be  formed 
out  of  the  property  of  the*  Indianapolis 
&  Cincinnati  Traction  Company  to 
serve  the  central  southeastern  part  of 
Indiana.  Charles  T.  De  Hore  and  Le- 
roy  E.  Eastman,  purchasers  of  the  rail- 
way at  foreclosure,  are  reported  to  be 
business,  are  subject  to  regulation  by  the  plannmg  to  spend  more  than  $425,000 
state  to  insure  safety  and  convenience  and  m  the  development  of  the  property, 
the  conservation  of  the  highways  and  may  A  company  to  be  named  the  Indian- 
be  required  to  contribute  to  their  cost  and  apolis  &  Southeastern  Railway  will  be 
upkeep,  they  are  not  required  to  obtain  formed,  subject  to  the  approval  of  the 
either  a  consent  from  the  local  authorities  Public  Service  Commission,  through  the 
or  a  certificate  of  convenience  and  neces-  combination  of  two  divisions  of  railway 
sity  from  the  commission.  jj^^^  running,  respectively,  from  Indian- 

Van  Dyke  has  been  operating  under  apolis  to  Rushville  and  Connersville, 
a  revocable  consent  by  the  city  of  Buf-  and  to  Shelbyville  and  Greenburg. 
falo.  The  International  Railway  con-  The  second  company,  to  be  called  the 
tended  that  it  now  afforded  adequate  Southeastern  Indiana  Power  Company, 
service  to  the  Peace  Bridge  and  that  will  be  formed  by  the  combination  of 
operations  by  Van  Dyke  from  Shelton    power   distribution   business   in   twenty 

communities  and  towns  with  five  small 
power  companies  serving  twelve  other 
towns  in  adjacent  territory  which  had 
been  bought  in  recently  by  Messrs.  De 
Hore  and  Eastman. 


Company,  for  $105,000  in  cash  and 
issuance  to  Connecticut  Company  of 
2,000  shares  of  the  no-par  common  stock 
of  the  Central  Hudson  Company.  The 
Millerton  and  the  Poughkeepsie  com- 
panies serve  adjacent  territories. 


Square  would  deprive  it  of  revenue. 


Boston-Lowell  Route 
License  Sought 

The  Eastern  Massachusetts  Street 
Railway,  after  an  attempt  to  establish 
bus  service  between  Boston  and  Lowell, 
Mass.,  has  again  applied  for  a  license 
to  operate  this  service.  If  permitted  the 


Approval  of  ^1,000,000  Increase 
in  Bonds  Sought 


A  special  meeting  of  the  stockholders 
proposed  route  will  function  via  Cam-    ?^  Monongahela  Street  Railway,  Pitts-     ^^^^^^  ^anks,  with  faith  in  the  project, 


Operating  Profit  on  Michigan 
Suburban  Line 

The  United  Suburban  Railway,  the 
"shortest  electric  railroad  with  the  long- 
est list  of  stockholders  in  the  United 
States,"  held  its  first  annual  meeting 
recently  and  reported  an  operating  profit 
of  $2,950  at  the  close  of  its  first  seven 
months  of  service.  This  report  covers 
operations  from  July  22,  1927,  to  Feb. 
29,  1928,  of  the  company,  which  leased 
the  right-of-way  of  the  Holland  division 
of  the  Michigan  Railways  when  that 
division  discontinued  operations  on  Nov. 
17,  1926.  It  now  operates  its  line  from 
Grand  Rapids  to  Jenison,  9  miles,  with 
a  25-minute  service.  The  stock  in  the 
company  is  held  by  the  residents  in  the 
villages  and  along  the  right-of-way  that 
the  road  serves. 

No  cash  dividends  were  declared  at 
the  annual  meeting  but  President  E.  F. 
McCarrick  said  he  hoped  that  in  a  year 
the  company  would  be  in  a  position  to 
pay  a  cash  dividend  on  the  investment. 

Secretary  Slaght  reported  that  Grand 


bridge,  Arlington,  Winchester,  Woburn, 
Burlington,  Billerica,  Chelmsford  and 
thence  to  Lowell.  Trustees  of  the 
company  announce  that  the  plan  is  a 
restoration  of  a  service  rendered  by 
the  railway  from  Oct.  1,  1924,  to 
May  1,  1925,  but  withdrawn  at  the 
lequest  of  the  Boston  &  Maine. 

Fred  A.  Cummings,  vice-president 
of  the  Eastern  Massachusetts,  said  that 
when  the  foundation  for  this  route  was 
laid  four  years  ago  the  Boston  &  Maine 
made  no  protest  although  public  hear- 
ings were  held  in  each  place ;  that  his 
company  invested  $200,000  in  motor 
coaches  but  the  Boston  &  Maine  Rail- 
road protested  that  the  route  was  cutting 
into  the  railroad's  revenues  between 
Lowell  and  Boston.  He  declared  that, 
in  the  public  interest,  his  company  is 
willing  to  join  with  the  steam  road  in 
a  joint  operation  between  Boston  and 
Lowell  on  equal  terms. 


burgh.  Pa.,  has  been  called  to  convene 
on  May  29  for  the  purpose  of  approv- 
ing of  the  proposed  increase  of  the 
indebtedness  of  the  company  from 
$4,400,000  to  $5,400,000  to  provide 
funds  to  take  up,  pay  off  and  discharge 
the  first  mortgage  5  per  cent  30- year 
gold  bonds  of  the  company,  dated  June  1, 
1898,  and  maturing  June  1,  1928,  con- 
sisting of  an  original  issue  of  bonds  in 
the  face  amount  of  $1,000,000.  The 
Monongahela  Street  Railway  is  in- 
cluded in  the  system  of  the  Pittsburgh 
Railwavs. 


Would  Make  Substitution  on 
California  Line 


The    Pacific    Electric    Railway,    Los 
Angeles,  has  applied  to  the  California    lerton  company  is  owned  by  the  Con 


Connecticut  Company  Sells 
Millerton  Electric 

The  Central  Hudson  Gas  &  Electric 
Corporation,  Poughkeepsie,  N.  Y.,  has 
applied  to  the  Public  Service  Commis- 
sion for  authority  to  acquire  the  out- 
standing capital  stock  of  the  Millerton 
Electric  Light  Company,  serving  Miller- 
ton and  the  town  of  Northeast,  and  for 
approval  of  the  merger  of  the  Millerton 
Company  with  the  Central  Hudson  Gas 
&  Electric  Corporation.  The  petition 
states  that  the  capital  stock  of  the  Mil- 


Railroad  Commission  for  authority  to 
abandon  service  and  remove  its  tracks 
on  its  Upland-Ontario  line  in  the  city 
of  Ontario.  A  certificate  of  public  con- 
venience and  necessity  for  the  opera- 
tion of  a  motor  coach  line  between  the 
cities  of  Upland  and  Ontario  in  place 
of  the  present  railway  service  is  sought. 


necticut  Company.  It  is  planned  to 
purchase  the  Millerton  company's  stock 
from  the  Connecticut  Company  and  also 
to  purchase  .a  transmission  line  in  North- 
east forming  part  of  a  transmission  line 
between  Poughkeepsie  and  Falls  Vil- 
lage, Conn.,  which  connects  the  Central 
Hudson  Company  and  the  Connecticut 


had  loaned  the  new  company  $12,SOO  to 
start  operations  and  that  these  loans  had 
been  reduced  to  $9,000.  Further,  with 
$7,450  soon  to  be  available  on  unpaid 
pledges  for  stock  the  company  would 
almost  be  in  a  position  to  pay  off  its 
indebtedness  at  the  banks.  His  report 
showed  the  company  collected  $27,198  in 
fares  and  $500  income  from  all  other 
sources  during  the  first  seven  months. 
Operating  expenses  were  $24,747,  and 
for  repairs  and  maintenance  $2,566  was 
spent.  The  company's  net  worth  on 
Feb.  29,  1928,  was  $50,399. 

Improvement  in  industrial  conditions 
in  Grand  Rapids  explained  the  satisfac- 
tory earnings  in  January  and  February. 
The  construction  of  40  modern  homes 
along  the  interurban  line  in  1927  is  a 
major  development  to  the  credit  of  the 
interurban  company.  The  contractors 
decided  to  build  these  houses  after  the 
interurban  line  became  a  certainty. 
Many  other  homes  have  been  erected  in 
the  suburban  territory  since  the  line 
resumed  operations,  giving  fifteen-min- 
ute rush-hour  service  and  25-minute 
shopper  service. 

The  suburban  company  has  one  com- 
petitor, the  Andringa  &  Datema  Bus 
Line,  Inc.,  which  made  an  offer  in  writ- 
ing to  the  annual  meeting  to  sell  its 
franchise  and  equipment  to  the  railroad 
for  $57,000.  Stockholders  of  the  rail- 
road were  only  lukewarm  toward  the 
bus  proposal,  but  a  committee  was  ap- 
pointed by  President  McCarrick  to  in- 
vestigate. 


790 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.\9 


Ohio  Interurban  Makes  Good  Showing 

Both  passenger  and  freight  service  developed  intensively.     Many 

obstacles  overcome  in  first  full  year  of  operation  of  the 

Cincinnati,  Hamilton  &  Dayton  Railway 


TRAFFIC  and  revenues  of  the  Cin- 
cinnati, Hamilton  &  Dayton  Rail- 
way, Dayton,  Ohio,  were  adversely 
affected  during  the  year  by  the  general 
economic  situation  in  the  territory  in 
which  it  operated.  Beginning  in  March, 
1927,  a  marked  reduction  in  the  volume 
of  employment  and  output  of  the  manu- 
facturing enterprises  in  the  Miami 
Valley,  as  elsewhere  in  the  United 
States,  was  evident  and  became  more 
pronounced  as  the  year  advanced.  The 
tonnage  shipments  of  the  manufactur- 
ing enterprises  were  reduced  in  propor- 
tion substantially  like  the  reduction  in 
the  man-hours  worked;  the  volume  of 
passenger  traffic  moving  between  points 
in  the  Miami  Valley  was  also  adversely 
affected.  In  Hamilton  the  reduction  in 
the  volume  of  employment  was  un- 
usually severe,  due,  in  part,  to  the  par- 
tial shut-down  of  the  plant  of  the  Ford 
Motor  Company  throughout  the  greater 
part  of  the  year.  The  total  man-hours 
paid  for  by  the  larger  manufacturers  in 
Hamilton  in  1927  were  81.5  per  cent  of 
those  in  1926.  Under  these  conditions 
travel  decreased  on  local  lines  in  Hamil- 
ton, the  revenues  being  6.1  per  cent 
below  those  in  1926. 

The  results  of  operation  during  the 
year  1927  (the  first  full  year  of  opera- 
tion by  the  company)  are  as  follows : 


CINCINNATI.  HAMILTON  &  DAYTON 
OPERATING  RESULTS 

Grow  revenue  from  railway  operation.. .      $1,065,056 

Operating  expenses  including  mainte- 
nance, rentals,  general  taxes  and 
general  interest 934,358 

Net  operating  revenue $  1 30,697 

Other  income 2,270 

Total  income $132,968 

Interest  on  bonds *63,846 

Balance  available  for  depreciation  and 
surplus $69,121 

Appropriation  to  renewal  and  replace- 
ment reserve 45,600 

Balance  transferred  to  surplus $23,521 

♦After  deducting  credit  for  interest  during  con- 
struction— $16,466. 

Despite  this  situation  the  passenger 
revenues  of  the  interurban  line  in  1927 
were  2.1  per  cent  in  excess  of  those  in 
the  preceding  year,  while  the  total  tons 
of  freight  handled  in  1927  were  26.2  per 
cent  in  excess  of  the  tonnage  handled 
in  1926  and  the  freight  revenues  were 
23.2  per  cent  greater  in  1927  than  in 
1926. 

Naturally  it  is  a  matter  of  gratifica- 
tion to  the  management  that  in  the 
face  of  the  economic  conditions  which 
prevailed  during  1927  the  gross  rev- 
enues from  operation  of  the  entire 
property  were  4.9  per  cent  greater  than 
in  1926. 

During  the  year  1927  the  company 
secured  the  privilege  of  participation  in 
the  joint  freight  tariffs  promulgated  by 
the  Central  Freight  Association,  mak- 
ing possible  better  service  to  the  manu- 


facturers and  shippers  of  the  Miami 
Valley  and  the  development  of  traffic 
which  theretofore  could  not  be  attracted. 

On  Aug.  1,  1927,  the  company  es- 
tablished a  freight  receiving  station  in 
the  Cincinnati  Terminal  Warehouse  in 
the  heart  of  the  wholesale  district  of 
Cincinnati.  Prior  thereto  the  only 
freight  terminal  which  the  company 
possessed  in  Cincinnati  was  at  Cum- 
minsville  at  the  southern  terminus  of 
the  interurban  line,  approximately  5 
miles  from  the  center  of  Cincinnati. 
The  new  downtown  freight  station  at- 
tracted a  large  volume  of  business  not 
previously  obtainable  which  has  steadily 
increased  from  month  to  month.  Freight 
is  transferred  between  the  downtown 
terminal  and  Cumminsville  by  truck. 

On  Feb.  1,  1927,  Richard  Breckin- 
ridge was  elected  vice-president  in 
charge  of  traffic.  Under  his  direction 
the  traffic  department  was  enlarged 
substantially  and  the  work  of  actively 
building  up  and  soliciting  traffic  has 
been  prosecuted  vigorously.  The  re- 
sults secured  are  reflected  in  the  re- 
markable development  of  the  freight 
tonnage  and  revenues  in  the  face  of  a 
period  of  industrial  depression. 

Traffic  Responds  to  New 
Rolling  Stock 

On  May  6,  1927,  the  company  intro- 
duced new  modern  de  luxe  suburban 
type  equipment  on  its  Dayton  city  lines 
and  at  the  same  time  increased  the  fre- 
quency of  service  on  these  lines  ap- 
proximately 25  per  cent.  As  a  result  of 
this  improved  service  and  a  vigorous 
publicity  policy  a  very  substantial  and 
immediate  increase  in  traffic  on  these 
lines  was  enjoyed  while,  at  the  same 
time,  a  marked  reduction  in  operating 
expenses  was  effected.  Similar  cars, 
operated  by  one  man,  were  introduced 
on  July  15  into  the  local  service  between 
Dayton  and  Miamisburg.  The  total 
number  of  revenue  passengers  carried 
on  the  Dayton  City-Dayton-Miamis- 
burg  lines  was  14.6  per  cent  greater  in 
1927  than  in  the  preceding  year.  On 
June  26  new  interurban  passenger  equip- 
ment was  placed  in  service  on  the 
interurban  line  between  Dayton  and 
Cincinnati.  On  the  same  day  a  local 
half-hour  service  was  established  be- 
tween Hamilton  and  Cincinnati.  This 
materially  increased  the  volume  of  busi- 
ness carried  between  these  cities. 

On  July  25  eight  new  automatic  sub- 
stations, embodying  the  latest  features 
of  construction  were  placed  in  opera- 
tion. Their  aggregate  rated  capacity 
was  3,800  kw.  The  old,  obsolete  and  rel- 
atively inefficient  25-cycle  substations 
were  shortly  thereafter  dismantled  and 
the  equipment  sold.  During  the  first 
five  months  of  1927  the  company  gen- 
erated 4,673,683  kw.-hr.  at  an  average 
cost  of   1.680  cents  per  kilowatt-hour. 


During  the  last  five  months,  in  which 
the  new  substations  were  in  operation 
and  power  was  secured  entirely  from  the 
Union  Gas  &  Electric  System,  the  com- 
pany purchased  4,139,901  kw.-hr.  at  an 
average  cost  of  1.180  cents  per  kilowatt- 
hour.  During  June  and  July,  in  which 
a  portion  of  the  power  used  was  gen- 
erated and  a  portion  thereof  purchased, 
the  total  kilowatt-hours  purchased  and 
generated  were  1,701,206  at  an  average 
cost  of  1.798  cents  per  kilowatt-hour. 
The  average  consumption  per  car-mile 
was  3.70  kw.-hr.  in  1927  compared  with 
4.35  kw.-hr.  in  1926. 

Most  Modern  Shops  of  Their  Kind 

The  main  car  shops  at  the  time  of  the 
organization  of  the  company  were  situ- 
ated at  O'Neils,  about  5  miles  south  of 
Dayton.  These  shops  were  of  inade- 
quate capacity  and  were  most  poorly 
equipped  as  regards  machine  tools  and 
other  labor-saving  devices.  After  much 
consideration  the  company  purchased 
two  large,  modern  steel  and  concrete 
shops  and  approximately  12  acres  of 
ground  on  the  main-line  tracks  at  Mor- 
aine City,  together  with  a  full  equip- 
ment of  machine  tools.  Title  to  these 
shops  was  acquired  on  April  23.  Imme- 
diately thereafter  the  work  of  installing 
tracks  and  making  other  changes  neces- 
sary to  fit  them  for  their  new  uses  was 
undertaken.  On  Aug.  15  the  O'Neils 
shops  were  abandoned  and  the  shop 
forces  transferred  to  the  new  Moraine 
shops.  The  old  car  shops  at  O'Neils, 
and  approximately  10  acres  were  sold 
upon  advantageous  terms.  As  a  result 
the  company  now  possesses  what  are 
probably  the  most  modern  car  shops  of 
any    interurban    in    the    United    States. 

Additions  and  betterments  aggregat- 
ing $1,424,306  were  made   as  follows: 


ADDITIONS  AND  BETTERMENTS  OF 
CINCINNATI,  HAMILTON  &  DAYTON 

Paved  track  reconstruction  in  Hamilton.        $49,272 
Other  track  construction  and  reconstruction        1 9,309 
Telephone  and  distribution  system  recon- 
struction   6,887 

Construction  and  reconstruction  of  sta- 
tions and  miscellaneouH  buil.linns 6,863 

Roadway  equipment  and  jiutonmbiles. .  .  .  9,310 
New  freiffht  facilities  at  Hamilton,  Cum- 
minsville, etc 1 1,917 

Eight  new  60-cycle  substations,  including 

buildings,  equipment,  land,  etc 176,432 

Purchase  and  equipping  new  Moraine 
sliops  and  offices,  inrhuling  yard  tracks, 

and  additions  to  Hamilton  shop."* 569,647 

Purchase  of  ten  interurban  cars,  ten 
suburban-type  cars,  one  freight  motor, 
25  freight  box  cars,  reconstruction  of 
certain  Hamilton  City  equipment,  etc..         546,780 

Miscellanenus  items 16, 142 

Interest  during  construction I  1,747 

$1,424,306 


During  the  year  the  company  sold 
$500,000  par  value  of  its  first  and  re- 
funding mortgage  6  per  cent  gold  bonds, 
due  1941,  at  par  and  accrued  interest  to 
the  reorganization  managers  as  provided 
in  the  plan  and  agreement  of  reorgan- 
ization. The  company  also  sold  upon 
favorable  terms  an  issue  of  $450,000  par 
value  of  equipment  trust  certificates, 
issued  under  the  so-called  Philadelphia 
Plan,  due  serially  from  Oct.  1,  1927,  to 
April  1,  1937,  the  proceeds  being  used  to 
pay  in  part  the  cost  of  the  new  pas- 
senger and  freight  equipment. 


May  12, 192» 


ELECTRIC  RAILWAY  JOURNAL 


791 


In  this  connection  it  should  be  ex- 
plained that  the  Cincinnati.  Hamilton  & 
Dayton  Corporation  is  a  holding  com- 
pany owning  all  of  the  common  stock 
(except  directors'  qualifying  shares)  of 
the  Cincinnati,  Hamilton  &  Dayton 
Railway. 

No  dividends  have  been  declared  or 
received  on  the  stock  of  the  railway 
owned  by  this  corporation,  and  hence 


CINCINNATI,  HAMILTON  &  DAYTON 
CORPORATION  A.S  OF  DEC.  31,   1927 

Assets: 

Cash $r0,075 

Investments 3,599.460 

Incorporation  expense 16,093 

$3,625,628 
Liabilities; 

Prior  debenture  bonds  due  1976 $2,135,000 

Adjustment  income  bonds  due 

1976 $875,000 

Lees  treasury  bonds 26.250        848.750 

Surplus — represented  by  24.500  shares 
or  no-par  common  stock  of  which.  105 
shares  are  held  in  the  treasury 651,878 

$3,625,628 

Note — In  the  item  "cash"  is  included  the  balance 
remaining  in  the  hands  of  the  reorganization  managers 
otherwi.se  unappropriated  which  upon  the  completion 
of  the  work  of  the  managers  is  to  be  delivered  to  the 
corporation  for  its  general  corporate  purposes. 

no  interest  has  been  declared  payable 
upon  the  debenture  bonds  or  on  the 
adjustment  income  bonds  of  the  corpo- 
ration. Under  the  provisions  of  the  in- 
dentures securing  the  bond  issues  the 
coupons  maturing  prior  to  Jan.  1,  1930, 
are  void  in  the  absence  of  affirmative 
action  prior  to  the  maturity  dates 
thereof  by  the  board  of  directors  declar- 
ing the  payment  of  interest  thereon. 

The  reorganization  managers,  consti- 
tuted under  a  certain  plan  and  agree- 
ment of  reorganization  for  the  railway 
property  of  the  Cincinnati  &  Dayton 
Traction  Company,  dated  Oct.  1,  1925, 
practically  completed  their  work  before 
the  close  of  the  year  but  were  not  able 
to  wind  up  their  affairs  and  file  their 
final  accounts  with  the  Wilmington 
Trust  Company,  Wilmington,  Del.,  reor- 
ganization depositary,  prior  to  the  close 
of  the  year.  Under  the  plan  and  agree- 
ment of  reorganization  any  balance  re- 
maining otherwise  unappropriated  is  to 
be  delivered  by  the  managers  to  the 
corporation  for  its  general  corporate 
purposes  and  any  securities  of  the  cor- 
poration remaining  in  the  hands  of  the 
managers,  free  from  liens  or  other 
charges,  are  to  be  assigned  and  delivered 
to  the  corporation  to  be  held  by  it  as 
treasury  securities. 


Shelburne  Falls  Road  Sold 

Michael  J.  Brophy  has  sold  at  public 
auction  for  the  trustees  of  the  Shelburne 
Falls  &  Colrain  Street  Railway,  Shel- 
burne Falls,  Mass..  all  the  real  estate, 
consisting  of  office  buildings,  power 
houses,  machine  shops,  carhouses  and 
rights-of-way  belonging  to  the  company. 
located  in  the  towns  of  Shelburne  Falls. 
Colrain  and  Buckland.  to  Carleton  P. 
Davenport,  Shelburne  Falls.  In  addi- 
tion Mr.  Davenport  also  purchased  all 
of  the  personal  property,  tracks,  cars 
and  other  equipment  of  the  railway. 


Sault  Ste.  Marie  Buys  Line 

The  Sault  Ste.  Marie  Traction  Com- 
pany, Sault  Ste.  Marie,  Mich.,  became 
a  community  enterprise  on  May  1.  The 
new  owners,  mainly  business  interests, 
industrial  interests  and  working  men, 
hope  that  the  road  can  be  made  self- 
sustaining.  According  to  the  secre- 
tary there  will  probably  be  about  400 
stockholders,  of  whom  250  will  each 
hold  one  $10  share.  The  former  owners 
of  the  Sault  Ste.  Marie  Traction  Com- 
pany, the  Algoma  Steel  Corporation  and 
Lake  Superior  Corporation,  planned  to 
suspend  service,  but  realizing  that  it 
would  be  detrimental  both  to  the  busi- 
ness and  industrial  interests  of  the  com- 
munity to  stop  the  service,  these  com- 
panies sold  the  road  at  its  scrap  value 
to  the  community.  The  system  com- 
prised 7  miles  of  track. 

• 

Muskegon  Interurban  Out 
of  Business 

The  Grand  Rapids,  Grand  Haven  & 
Muskegon  Railway,  serving  a  territory 
in  Muskegon  County  and  northern  Ot- 
tawa County  out  of  Grand  Rapids, 
Mich.,  ceased  operations  April  18.  For 
27  years  this  company  transported  thou- 
sands of  citizens  between  the  ten  cities 
and  villages  along  its  lines  and  hundreds 
of  thousands  to  the  Lake  Michigan 
beaches  in  the  Ottawa  and  Muskegon 
country  regions. 

The  death  knell  of  the  Muskegon  in- 
terurban was  sounded  when  Federal 
Judge  Fred  M.  Raymond  in  United 
States  District  Court  in  Grand  Rapids 
signed  an  order  on  March  24  ending  the 
life  of  the  railway  on  petition  of  the 
Guaranty  Trust  Company,  New  York. 
This  petition  asked  that  the  Grand 
Rapids  Trust  Company,  which  had  been 
receiver  since  July  31,  1926,  be  author- 
ized to  end  its  endeavors  to  put  the  road 
back  on  a  paying  basis.  The  Guaranty 
Trust  Company  was  trustee  for  holders 
of  $1,500,000  in  bonds  upon  which  in- 
terest amounting  to  $75,000  annually 
had  been  defaulted  for  a  year  prior  to 
the  receivership. 

A  report  showed  that  on  July  31, 
1927,  the  close  of  the  first  year  under 
the  receivership,  the  interurban  lost 
$24,768,  not  including  the  interest  on  the 
bonds,  and  that  these  losses  had  multi- 
plied during  1928  in  spite  of  a  valiant 
fight  to  avoid  further  deficits.  Re- 
ceiver's certificates  amounting  to  $30.- 
000  had  been  issued  to  provide  operat- 
ing and  other  expenses  up  to  the  time 
the  companv  ceased  operations.  More 
than  $20,000  is  owed  to  the  state  of 
Michigan  and  counties  through  which 
the  road  operated. 

Since  the  interurban  company  ceased 
operations  its  bus  line  has  been  more  or 
less  in  public  print.  First,  O.  W.  Hess, 
engineer  of  the  Kent  County  Road  Com- 
mission, proposed  conversion  of  the  in- 
terurban's  right-of-way  into  a  wider 
US16  trunk  line  where  the  railway  now 
runs  close  to  the  highway.  This  recom- 
mendation is  now  being  considered  by 
the  Highway  Commission.  Then  the 
Greyhound    bus    line    petitioned    for    a 


franchise  for  its  buses  to  operate  on  a 
route  paralleling  the  old  interurban  line. 
Previously  the  interurban  company  had 
blocked  this  petition  by  supplementing 
its  car  service  with  rapid  bus  service  on 
an  hourly  schedule.  Finally,  three  ap- 
plications were  made  to  the  State  Utili- 
ties Commission  for  permission  to  oper- 
ate freight-bearing  motor  vehicle  lines 
connecting  Grand  Rapids,  Grand  Haven, 
Muskegon  and  Holland  by  the  receivers 
for  the  Michigan  Electric  Railway,  the 
Star  Transfer  Company  of  Grand 
Rapids  and  William  Bronsema,  Grand 
Rapids.  The  Grand  Rapids  Trust  Com- 
pany, receivers  for  the  Muskegon  inter- 
urban, opposed  the  petitions  pending  a 
deal  whereby  the  Greyhounds  might 
purchase  the  bus  line  service  of  the 
Muskegon  company.  Recently  the  deal 
was  closed  by  the  Public  Utility  Com- 
mission order  whereby  the  Greyhound 
lines  take  over  the  buses  and  route  of 
the  interurban  company  known  as  the 
Lake  Line  Company.  New  schedules 
went  into  effect  on  May  7.  They  call 
for  hourly  service  both  ways. 


^38,000,000  Spent  in  Boston 

There  was  expended  by  the  trustees 
of  the  Boston  Elevated  Railvvay,  Boston, 
Mass..  between  July  1,  1918,  and  Dec. 
31.  1927,  upon  road  and  equipment,  about 
$38,375,000  as  follows :  . 


Cars  and  buses $18,779,000 

Carhouses,  shops  and  garages 6,288.000 

Power  houses  and  transmission  of  elec- 
tricity   4,587,000 

Surface  lines  (track  and  line  betterment)  5,350,000 

Elevated  structures  and  appurtenances  2. 1 28,000 

Miscellaneous  improvements 1,243,000 

Total $38,375,000 


When  added  to  the  total  of  $3,434,000 
which  had  been  expended  upon  road  and 
equipment  in  excess  of  any  capital  issues 
at  the  time  the  trustees  took  charge  of 
the  railway  property  on  July  1,  1918, 
it  made  a  total  of  about  $42,000,000  to 
be  provided  for  during  the  first  9^  years 
of  public  control.    The  sources  were : 

Part  of  the  proceeds  from  the  sale  of 
preferred  stock  which  the  stock- 
holders were  compelled  to  subscribe 
before  the  public  control  act  could 
take  effect $2,000,000 

Proceeds  from  the  sale  of  the  Cambridge 

subway  to  the  Commonwealth 7,868,000 

Available  from  the  depreciation  charge 

July  1.  1918.  to  Dec.  31,  1927 21,680,000 

Approximate  amount  received  in  settle- 
ment of  fire  insurance  losses 1,000,000 

The  approximate  cash  proceeds  resulting 
,  from  the  sale  of  real  estate  properties         1,850,000 

Additional  bonds  issued  against  the 
preferred  stock  which  was  sold  under 
provisions  of  the  public  control  act.  .  3,000,000 

Additional  Boston  Elevated  bonds 
issued  Feb.  I,  1927 1,926,000 

Capital  provided  to  Dec.  31,  1927 $39,324,000 


Illinois  Line  Purchased 

The  electric  railway  lines  of  the  Cen- 
tral Illinois  Public  Service  Company 
running  from  the  Southern  Illinois 
State  Hospital,  Anna,  to  the  tracks  of 
the  Illinois  Central  Railroad  at  Anna, 
were  purchased  recently  by  the  Anna- 
Tonesboro  Railroad.  The  price  paid 
was  $134,399. 


792 


ELECTRIC  RAILWAY  JOURNAL 


VoL7l,No.\9 


1 


Book  Reviews 


^^^ 


Transit  and  Transportation 

By  H.  M.  Lewis  with  supplementary 
reports  by  W.  J.  Wilgus  and  Daniel  L. 
Turner.  Published  by  Regional  Plan  of 
New  York  and  Its  Environs,  Volume  4, 
New  York,  N.  Y.    226  pages. 

Regional  survey  Vol.  4  is  a  sequel  to 
that  on  traffic.  Under  the  transit  prob- 
lem present  conditions  are  discussed, 
the  systems  in  New  York  City  and  in 
the  suburban  territory  are  described  and 
an  explanation  is  made  of  the  relation  of 
buses  and  surface  transit  lines  to  the 
rapid  transit  system.  Under  the  trans- 
portation problem  are  included  the  rail- 
road system,  the  waterway  system  and 
the  airway  system. 

Part  two  of  Volume  4  covers  a  study 
of  port  and  industrial  areas  and  the 
possibilities  of  the  Hackensack  Meadows. 

In  this  volume  Mr.  Lewis  has  com- 
pleted an  interesting  and  valuable  diag- 
nosis of  existing  conditions.  The  sup- 
plementary reports  of  William  J.  Wilgus 
and  D.  L.  Turner  embrace  a  study  of 
transportation  in  the  New  York  region 
and  the  requirements  of  New  York  City 
rapid  transit.  The  volume  contains 
many  maps,  charts  and  diagrams. 

The  report  presents  the  findings  and 
conclusions  of  a  large  corps  of  experts 
in  the  fields  of  economic  research,  engi- 
neering and  community  planning,  who 
have  for  six  years  conducted  an  inten- 
sive study  of  the  situation  in  New  York 
City  and  its  400  neighboring  cities  and 
villages,  preliminary  to  the  drafting  of 
a  plan  for  the  future  development  of  this 
city  and  the  suburbs  linked  with  it 
economically.  It  analyzes  the  plans  con- 
templated or  in  process  of  execution  for 
increasing  the  rapid  transit  facilities  of 
northern  New  Jersey,  Westchester 
County  and  Long  Island.  A  conclu- 
sion is  drawn  that  additional  facilities 
should  be  planned  to  encourage  a  better 
balanced  distribution  of  industry  and 
population. 

Bills  of  Lading 

By  Ernest  W.  Hotchkiss,  LL.B.  The 
Ronald  Press  Company,  New  York,  N.  Y. 
287  pages.    Price,  $S. 

As  Mr.  Hotchkiss  defines  it,  a  bill  of 
lading  is  a  written  acknowledgement  of 
the  receipt  of  personal  property  and  a 
contract  to  transport  and  deliver  it,  at 
a  certain  place,  to  a  certain  person  or 
his  order,  and  when  to  order,  is  a  docu- 
ment of  title,  acceptable  for  credit.  It 
has  four  functions  because  it  is:  (1)  a 
receipt ;  (2)  a  contract,  and  when  made 
to  order  (3)  a  document  of  credit,  and 
(4)  an  instrument  of  credit.  Trans- 
portation contracts  are  of  such  vital 
importance  to  corporation  executives, 
traffic  managers,  railroad  officials,  bank- 
ers, lawyers  and  shippers  generally  that 
a  need  exists  for  a  statement  of  the  pres- 
ent laws  pertaining  to  bills  of  lading. 
"Bills  of  Lading"  is  an  attempt  to  sup- 
ply that  need  by  bringing  together  refer- 
ences to  related  statutes  concerning  bills 


of  lading ;  decisions  of  courts ;  forms, 
regulations,  and  rules  as  published  in  the 
tariff  structures  of  the  carriers  and  ap- 
proved by  the  Interstate  Commerce 
Commission,  all  of  which  becomes  a 
part  of  the  contract  of  shipment  within 
the  federal  transportation  act.  In  addi- 
tion to  a  table  of  cases  cited,  given  in 
the  early  part  of  the  volume,  consider- 
able material,  with  forms  of  the  several 
bills  of  lading,  and  structures  concern- 
ing them,  has  been  included  in  appen- 
dices for  convenient  reference. 

Electric  Traction  on  Italian  Railways 

(La  Trazione  elettrica  sulle  ferrovie 
Italiane).  Published  by  the  Minister  of 
Railways  and  Communication  in  connection 
with  the  Volta  Centenary  in  1927.  Board 
covers,  illustrated.  194  pages  and  2  large 
maps. 

In  a  country  like  Italy,  where  coal  is 
expensive  but  waterpowers  are  abun- 
dant; it  is  not  surprising  that  a  great 
deal  of  attention  should  have  been  paid 
to  railway  electrification.  In  fact,  in 
many  forms  of  railway  electrification, 
Italy  was  a  pioneer.  Thus,  the  Milan- 
Varese  third  rail  direct-current  road, 
installed  in  1901  and  1902,  was  one  of 
the  most  important  of  its  kind  up  to 
that  time,  and  the  Lecco-Sondrio-Colico 
three-phase  railway,  built  in  1902,  was 
the  pioneer  of  three-phase  operation  on 
a  large  scale.  Up  to  Sept.  1,  1927,  there 
had  been  built  and  put  into  operation 
by  the  Italian  government  heavy  elec- 
tric traction  lines  comprising  1,149.8 
km.  (718.5  miles)  of  route  and  2,399 
km.  (1,499  miles)  of  track,  and  there 
was  in  course  of  equipment  257  km. 
(161  miles)  of  route  and  744  km.  (465 
miles)  of  track.  These  lines  in  course 
of  construction  included  the  Foggia- 
Benevento  line  to  be  operated  with 
3,000  volts  direct-current,  and  the 
Rome-Sulmona  line  to  be  equipped  with 
10,000-voIt  three-phase. 

These  figures,  with  a  great  deal  of 
other  very  interesting  information,  are 
contained  in  a  book  recently  issued  by 
the  Minister  of  Railways  and  Communi- 
cation of  the  Italian  government.  It  is 
divided  into  five  sections  as  follows : 
General  statistics  and  discussion ;  de- 
tailed information  of  the  electrical 
equipment  and  distribution  system  of 
each  of  the  lines  of  the  State  railway 
system;  data  on  the  sources  of  electric 
power  supply;  detailed  information  of 
the  electrical  locomotives;  brief  infor- 
mation in  regard  to  33  interurban  elec- 
tric railways  not  forming  part  of  the 
State  railway  system.  These  lines  have 
a  total  length  of  1,005  km.  (628  miles). 

The  book  is  very  well  illustrated, 
among  the  prints  being  two  large  maps. 
One  shows  all  of  the  interurban  and 
trunk  electric  railway  lines  in  Italy. 
The  other  is  on  a  larger  scale  and 
shows  the  electrified  lines  in  the  Milan- 
Genoa-Leghorn  District,  with  their 
transmission  lines. 


Aladdin,  U.  S.  A. 

By  Ernest  Greenwood.  Harper  & 
Brothers,  New  York,  N.  Y.  265  pages. 
Price,  $2.50. 

It  was  an  ambitious  task  upon  which 
Mr.  Greenwood  entered — that  of  at- 
tempting to  set  forth  as  briefly  as  pos- 
sible something  of  the  history  and  de- 
velopment of  the  spirit  of  electricity, 
together  with  its  social,  industrial  and 
political  implications  and  the  tremendous 
change  which  it  has  brought  about  in 
our  daily  lives.  He  has  succeeded  to 
a  degree  that  might  at  first  seem  im- 
probable. To  keep  it  within  the  boun- 
daries of  reasonable  length,  the  book 
has,  of  course,  been  confined  to  the 
barest  outline  of  the  contribution  made 
by  applied  electricity  to  the  social  and 
material  welfare  of  the  nation,  but  the 
choices  which  the  author  has  made  are 
judicious  and  the  balance  of  the  subjects 
is  well  preserved.  This  is  all  the  more 
praiseworthy  since  it  is  apparent  that 
each  chapter  might  easily  be  developed 
into  a  number  of  volumes.  There  is 
some  history,  but  not  too  much.  There 
are  some  economics,  but  not  too  much. 
There  is  some  technology,  but  not  too 
much. 

The  foreword  is  by  Thomas  A.  Edison. 
He  says  that  despite  the  fact  progress 
has  been  so  rapid  we  may  require  a 
breathing  spell  in  which  to  consolidate 
our  gains,  the  electrical  development  of 
America  is  only  well  begun.  If  this 
statement  needed  to  be  borne  out,  Mr. 
Greenwood  has  done  it  in  his  own  text. 
It  is  not  always'  easy  to  agree  with  the 
appraisal  on  the  jacket  of  a  book,  but 
in  this  case  the  text  bears  out  the  state- 
ment that  Mr.  Greenwood  has  written 
a  fascinating  record  of  the  wonderful 
accomplishments  of  electricity  and  of  the 
way  it  has  contributed  to  American 
progress  and  prosperity. 

American  Electric  Railway  Association 
Proceedings  for  1927 

Published  by  American  Electric  Railway 
Association,  292  Madison  Avenue,  New 
York,  N.  Y. 

The  1927  Proceedings  contain  a  com- 
plete report  of  the  twentieth  annual  con- 
vention held  at  the  Public  Auditorium. 
Cleveland,  Ohio,  from  Oct.  3-7,  1927. 
Five  volumes  have  been  issued  covering 
the  work  of  the  American  Association 
and  its  affiliated  bodies,  the  Transpor- 
tation and  Traffic  Association ;  Claims 
Association ;  Accountants  Association 
and  Engineering  Association. 

500     Representative     Public     Utility 
Advertisements 

Public  Utilities  Advertising  Association, 
Jackson,  Mich.  Single  copies  $10.  In 
quantities  of  five  or  more,  $7.50  each. 

The  1928  edition  of  the  compilation 
issued  annually  under  the  above  title  is 
ready  for  distribution.  The  book  is 
published  by  the  Public  Utilities  Adver- 
tising Association,  of  which  Donald  M. 
Mackie,  Jackson,  Mich.,  is  president  this 
year.  This  is  a  collection  of  utility  ad- 
vertisements selected  from  among  thou- 
sands submitted,  by  a  competent  com- 
mittee. 


May  12,  1928 


ELECTRIC  RAILWAY  JOURNAL 


793 


1 


Personal  Items 


itVi^V- 


A.  E.  Reynolds  Heads  Missouri 
Association 

A.  E.  Reynolds,  vice-president  and 
general  manager  of  the  Springfield 
Traction  Company,  Springfield,  Mo., 
was  elected  president  of  the  Missouri 
Association  of  Public  Utilities  at  the 
22nd  convention,  held  in  Jefferson  City, 
Mo.,  April  26-28.  In  1926  Mr.  Reynolds 
was  elected  to  the  presidency  of  the 
Midwest  Electric  Railway  Association. 
This  new  honor  adds  something  more 
to  the  active  career  of  a  man  who  has 
been  identified  with  public  utilities  for 
many  years.  Before  going  to  Spring- 
field in  1923,  Mr.  Reynolds  had  been 
general  manager  of  tlie  United  Trac- 
tion Company,  Albany,  N.  Y.,  and  the 
Hudson  Valley  Railway,  Glens  Falls, 
N.  Y.  A  review  of  his  career  was  pub- 
lished in  Electric  Railway  Journal, 
issue  of  July  24,  1926. 


A.  V.  Bennett  Vice-President  of 
West  Penn  Power 

A.  V.  Bennett,  connected  with  the 
West  Penn  System,  Pittsburgh,  Pa., 
since  1918,  has  been  elected  vice-presi- 
dent of  the  West  Penn  Power  Company. 
Before  he  entered  the  service  of  the 
West  Penn,  Mr.  Bennett  was  associated 
with  the  American  Water  Works  & 
Electric  Company,  Inc.,  as  assistant 
superintendent  of  the  Birmingham  Wa- 
ter Works  Company,  Birmingham,  Ala., 
and  later  as  superintendent  of  the 
Arkansas  Water  Company  at  Little 
Rock,  Ark.  In  1918  he  was  transferred 
to  the  Pittsburgh  office  of  the  West 
Penn  System  as  assistant  to  the  presi- 
dent, later  being  made  vice-president  of 
the  coal   companies   and   several   other 

subsidiaries. 

♦ 

H.  G.  M'Eldowney  Added  to 
G.  E.  Directorate 

Henry  C.  McEldowney,  president  of 
the  Union  Savings  Bank  and  the  Union 
Trust  Company,  both  of  Pittsburgh, 
was  elected  a  director  of  the  General 
Electric  Company  at  the  organization 
meeting  of  the  board  held  at  Schenec- 
tady on  May  8. 

The  stockholders,  at  their  annual 
meeting,  authorized  the  additional  di- 
rector, increasing  the  total  from  twenty 
to  twenty-one.  Other  directors  were 
re-elected.  Mr.  McEldowney  is  a  direc- 
tor of  the  Mellon  National  Bank  of 
Pittsburgh  and  of  the  Pittsburgh 
Chamber  of  Commerce.  All  other  of- 
ficers of  the  company  were  re-elected. 

At  noon  on  the  day  of  the  meeting, 
in  the  presence  of  20,000  employees 
of  the  company  and  directors,  a  bronze 
tablet  honoring  the  memory  of  Charles 
A.  Coffin,  founder  of  the  company,  was 
unveiled     by     Miss     Alice     Coffin,     a 


daughter.  At  this  ceremony,  Owen  D. 
Young,  chairman  of  the  board,  presided 
and  the  principal  address  was  by  E. 
W.  Rice,  jr.,  honorary  chairman  of 
the  board  and  one  of  the  oldest  living 
associates  of  Mr.  Coffin. 


Changes  on  Sacramento  Northern 

Changes  in  the  personnel  of  the 
Sacramento  Northern  Railway,  San 
Francisco,  Cal.,  are  as  follows: 

Charles  Elsey  is  now  serving  as  vice- 
president;  W.  G.  Bruen,  secretary; 
D.  C.  DeGraff,  auditor.  J.  R.  Parke 
was  formerly  secretary  and  auditor. 
H.  K.  Faye  is  freight  traffic  manager 
and  Bode  K.  Smith  passenger  traffic 
manager.  These  duties  were  formerly 
performed  by  R.  D.  Williams  with  the 
title  of  traffic  manager. 


Arthur  J.  Metzdorf  has  been  made 
manager  of  the  Wildwood  Amusement 
Park  of  the  Twin  City  Lines  on  White 
Bear  Lake  east  of  St.  Paul  on  the 
Stillwater  suburban  railway  line,  suc- 
ceeding his  father,  the  late  P.  J.  Metz- 
dorf. He  has  been  a  supervisor  for  the 
St.  Paul  City  Railway. 


Obituary 


Edward  W.  Moore 

Edward  W.  Moore,  builder  of  city 
railways  and  pioneer  in  the  promotion 
of  interurban  electric  railways,  died  on 
May  8  at  his  home  in  Cleveland,  Ohio, 
after  a  long  illness.  Mr.  Moore  had 
been  identified  with  electric  transporta- 
tion in  Cleveland  and  northern  Ohio 
since  electricity  replaced  the  horse  as 
motive  power  on  city  railways.  He  re- 
linquished his  last  active  electric  railway 
connection  when  he  retired  from  the 
presidency  of  the  Lake  Shore  Electric 
Company  several  years  ago. 

Mr.  Moore's  connection  with  electric 
railway  finance  started  in  1889,  when 
he  purchased  stock  of  the  East  Cleveland 
Railroad.  In  1891  he  was  a  member  of 
a  syndicate  which  purchased  and  re- 
equipped  the  Wheeling  Traction  Com- 
pany and  another  syndicate  which 
bought  the  Toronto  Railway  and 
changed  it  from  horse  to  electric  power. 
Three  years  later  the  Everett-Moore 
syndicate  built  the  Akron-Cleveland  & 
Bedford  interurban  line,  which  later  ob- 
tained control  of  the  railways  and  the 
power  and  light  plants  in  Akron  and 
Cuyahoga  Falls.  These  properties  were 
the  nucleus  out  of  which  later  was 
evolved  the  Northern  Ohio  Power  & 
Light  Company. 

In  1898  the  Everett-Moore  syndicate 
obtained  control  of  the  Cleveland  Elec- 
tric Railway,  comprised  of  most  of  the 
independent  lines  in  Cleveland,  and  op- 


erated it  until  the  Tayler  grant  became 
effective  in  1910.  During  this  period 
Mr.  Moore  and  his  associates,  among 
them  the  late  John  L.  Stanley,  went 
through  one  of  the  trying  periods  of 
railway  history  in  Cleveland  in  which 
the  late  Tom  L.  Johnson  as  Mayor  was 
one  of  the  participants.  The  Everett- 
Moore  syndicate  built  the  Cleveland, 
Painesville  &  Eastern  Railway,  which 
recently  passed  out  of  existence,  and  the 
Lake  Shore  Electric  Railway.  After 
his  retirement  from  the  presidency  of 
the  London  Street  Railway,  London, 
Ont.,  he  gave  his  attention  to  these 
properties  and  to  the  Detroit  United 
Railway,  of  which  he  was  vice-president 
for  many  years. 

In  addition  to  his  interurban  activity 
he  also  promoted  nine  independent  tele- 
phone companies  in  Ohio. 

Mr.  Moore  was  born  at  Canal  Dover, 
Ohio,  64  years  ago.  He  is  survived  by 
his  wife,  a  son  and  three  daughters. 


Paul  T.  Brady 

Paul  T.  Brady,  special  representative 
in  New  York  of  the  Westinghouse 
Electric  &  Manufacturing  Company, 
with  which  he  had  been  associated  for 
34  years,  died  suddenly  on  May  3  in 
Portland,  Ore.    He  was  71  years  old. 

Mr.  Brady  was  one  of  the  pioneers 
of  the  electric  light  and  power  industry. 
Combining  technical  electrical  knowl- 
edge with  financial  ability,  he  has  left 
behind  him  more  than  a  score  of  suc- 
cessful electrical  systems.  New  York 
State  owes  to  him  much  of  its  telephone 
system,  electric  power  and  electric  rail- 
ways. His  work  in  Georgia,  West  Vir- 
ginia and  Alabama  is  of  great  economic 
value  to  those  states.  In  spite  of  his 
years  he  was  actively  engaged  in  de- 
velopment work  up  to  the  very  last  day 
of  his  life. 

After  he  was  graduated  from  Phillips 
Exeter  Academy  Mr.  Brady  taught 
school  for  a  brief  period.  Since  1881  he 
had  been  engaged  in  various  branches 
of  the  electrical  industry.  In  the 
Eighties  he  was  with  the  American 
Telephone  &  Telegraph  Company  and 
helped  the  telephone  system  through  the 
southeastern  portion  of  New  York  State, 
also  building  some  of  the  first  electric 
light  plants  in  this  territory.  In  1890  he 
joined  the  Thomson-Houston  organiza- 
tion and  became  its  manager  for  that 
state  and  the  Middle  West. 

In  1894  Mr.  Brady  was  appointed 
New  York  State  manager  for  the  West- 
inghouse concern,  with  headquarters  at 
Syracuse.  In  1907  ho  was  transferred 
to  this  ;ity  as  special  representative. 

Among  the  public  utilities  which  Mr. 
Brady  founded,  reorganized  or  helped 
to  develop,  are  the  Rochester  Railways, 
Rochester  Gas  &  Electric  Company, 
Niagara,  Lockport  &  Ontario  Power 
Company,  Central  Georgia  Power  Com- 
pany, Virginia  Power  Company,  Mis- 
souri River  Power  Company  and  South- 
eastern Light  &  Power  Company.  He 
brought  into  operation  the  60,000-volt 
long-distance  transmission  line  to  carry 
power  from  Niagara  Falls  to  Syracuse. 


^ 


794 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  N 0.19 


Manufactures  and  the  Markets 


=&^ 


Foreign  Trade  Combinations  Can  Be 
Made  Valuable 

Foreign  business  concerns  have  made  great  progress  in  consolidated 

trade  effort.     Exporters  in  this  country  should 

meet  competition  on  even  terms 


CLEARLY  the  day  of  integrated 
mass  trade  effort,  as  a  counterpart 
of  mass  production,  is  at  hand,  accord- 
ing to  Dr.  Julius  Klein,  director  of  the 
Bureau  of  Foreign  and  Domestic  Com- 
merce, in  his  address  before  the  sixteenth 
annual  meeting  of  the  Chamber  of  Com- 
merce of  the  United  States,  a  report 
which  is  published  elsewhere  in  this 
issue.  The  situation  calls  for  sober 
factual  analysis,  calm  planning,  and 
courageous  action;  there  is  no  room  for 
emotional  patrioteering  on  the  one  hand 
or  supine  defeatist  submission  on  the 
other. 

It  was  hoped  that  in  the  Webb- 
Pomerene  combines  had  been  found  the 
answer  to  foreign  collaborative  com- 
petition, but  the  last  decade  of  the 
operation  of  that  act  has  revealed  some 
unexpected  obstacles  to  its  complete 
success.  Although  some  57  export 
associations  are  now  registered  under 
it,  only  a  small  proportion  of  these  are 
actively  operating.  Their  total  export 
trade  in  the  last  fiscal  year  was  about 
$200,000,000,  a  third  of  which  was  sup- 
plied by  metals  and  minerals,  another 
third  by  forest  and  food  products,  and 
the  remainder  by  miscellaneous  manu- 
factures and  partly  processed  goods. 
The  bulk  of  the  commodities,  the  traders 
in  which  avail  themselves  of  the  privi- 
leges of  the  act.  were  raw  materials. 
They  seemed  to  fit  more  easily  into  the 
scheme  through  the  convenience  of  es- 
tablishing uniform  standardized  docu- 
ments, accounting  methods,  inspection 
and  grading,  allocation  of  cost  quotas, 
and  prorating  of  good  will  and  other 
intangible  assets. 

Germany  has  led  in  the  movement  of 
consolidated  international  trade  effort 
for  two  reasons:  (1)  more  than  2,000 
cartels  and  similar  market  and  produc- 
tion agreements  have  thrived  on  her 
soil;  and  (2)  she  is  dependent  to  an 
unusual  degree  on  the  restoration  of  un- 
restricted commerce  on  the  Continent, 
where  75  per  cent  of  her  exports  are 
now  marketed,  partly  because  of  the  loss 
of  her  colonies.  In  Austria  some  65 
corporations  have  consolidated  in  the 
past  two  years,  several  being  "vertical" 
mergers  linking  the  successive  inde- 
pendent units  of  the  given  industry  from 
raw  materials  through  to  finished  pro- 
duction, along  lines  quite  similar  to 
those  followed  in  the  United  .States. 

The  experimental  period  of  these 
post-war  undertakings  has  .scarcely 
gone  far  enough  to  warrant  definite  de- 
ductions as  to  their  actual  achievement 
in  cutting  costs,  and  in  more  effective 


marketing  operations.  There  is  clearly 
an  inclination  in  some  European  quar- 
ters to  count  too  much  on  the  economies 
of  mass  production — to  over-play  the 
"mass  mania,"  which  has  been  evident 
in  so  many  of  our  own  plants,  not  al- 
ways with  sound  profit-making  justi- 
fication. 

As  a  protection  against  consolidated 
selling,  there  is  also  much  discussion  re- 
garding the  possibility  of  consolidated 
buying.  The  Newton  bill,  recently  de- 
feated in  Congress,  proposed  such  a  de- 
vice, and  somewhat  similar  measures 
and  practices  have  been  in  use  for  years 
in  other  countries,  notably  in  such  lines 
as  bauxite,  vegetable  oils,  zinc,  man- 
ganese and  iodine.  In  the  case  of  the 
.\merican  rubber  import  trade  the  prin- 
ciple has  already  been  applied  with  con- 
siderable effect.  It  contributed  very 
materially  toward  the  collapse  of  the  at- 
tempted producers'  control. 

Doleful  observations  have  been  made 
that,  by  proposing  to  authorize  such 
temporary  import  defensive  measures, 
we  were  simply  indulging  in  the  same 
form  of  criminality  which  we  were  con- 
demning in  foreign  export  circles.  Care- 
ful  comparisons,   however,   of   the   two 


Exhibitograph  No.  8 

NEWS 

UNEMPLOYMENT 
POOR  BUSINES.S 
PRESIDENTIAL  CAMPAIGN 
NERVOUS  STOCK  MARKET 

STILL 

after  sfacc  applications  for  tin 
A.E.R.A.  slw7v  had  been  in  the  mai' 
lets  than  four  weeks,  requests  had 
been  received  from  153  exhibitors 
for  R7 ,601  square  feet  of  space. 

The  Convention 

is  .STILL  nearly  five  months  off. 
Notwithstanding  all  the  scare  head- 
lines the  wide  awake,  solid,  substan- 
tial, manufacturer  STILL  has  both 
feet  on  the  ground  and  is  shoxving 
the  industry  that  he  is  carrying  on 
as  he  has  for  years  with  the  Na- 
tional Association,  realizing  the 
truth  of  the  old  saying 

Bread  cast  upon  the  waters 
returns  a  hundred-fold 


projects — collaborative  buying  and  sell- 
ing— reveals  them  as  being  of  dia- 
metrically opposite  type  and  purpose. 
In  the  minds  of  these  critics  who  de- 
nounce any  defensive  spirit  on  the  part 
of  American  consumers,  apparently  the 
only  response  which  we  should  make  is 
that  of  complete  passive  submission. 
However  vicious  and  un.scrupulous  the 
operations  of  the  given  foreign  combine 
might  be  (and  there  has  been  more  than 
one  episode  of  just  such  rapacity  in  re- 
cent years),  we  should  under  no  cir- 
cumstances meet  aggression  with 
aggression,  so  we  are  told,  but  rather 
should  we  undertake  to  reason  with  our 
assailants,  to  point  out  the  error  of  their 
ways,  and  to  dispel  their  dark  intentions 
by  the  force  of  economic  logic  I  In  the 
presence  of  the  burly  realities  of  the 
trade  rivalries  and  acquisitive  aspira- 
tions of  today,  such  amiable  academic 
sophistry  is  nothing  but  solemn  non- 
sense. The  best  defense  on  the  part  of 
the  consumers,  and  the  only  honorable 
one,  is  through  co-ordinated  action  un- 
der such  proper  restraints  as  are  neces- 
sary in  behalf  of  the  general  public 
interest. 

The  experience  of  some  2.000  trade 
associations  in  the  Lhiited  .States  offers 
abundant  reasons  for  assuming  large  op- 
portunities in  internationalized  trade 
collaborative  effort.  It  is  to  be  hoped, 
for  example,  that  early  headway  will 
be  made  toward  interchange  of  credit 
information  among  foreign  traders 
throughout  the  world.  There  is  a  large 
field  for  consumer  education  on  the  part 
of  many  world  trades.  The  need  for 
collaboration  in  the  furthering  of  uni- 
form commercial  legislation,  for  the 
interchange  of  statistical  information 
along  mutually  helpful  lines,  for  such 
valuable  propaganda  as  highway  educa- 
tion in  behalf  of  automotive  trades — 
along  all  of  these  and  a  hundred  other 
lines  are  there  abundant  needs  for  com- 
bined effort  in  advancing  the  standards 
and  possibilities  of  the  world's  com- 
merce. 


Die  Chasers  Recommendation 

in  Effect 

A  sufficient  number  of  written  accept- 
ances having  been  received  for  Simpli- 
field  I'ractice  Recommendation  No.  51. 
Die  Head  Chasers  (for  self-opening  and 
adjustable  die  heads)  recently  revised  by 
the  industry.  The  division  of  simplified 
I)ractice  of  the  Department  of  Commerce 
announces  that  the  project  is  now  in 
effect,  as  of  April  1,  1928,  subject  to 
ainnial  revision  or  reaffirmatinn  by  the 

iiulustrv. 

♦ 

Electric  Locomotive 

Shipments  Up 

Although  only  si.x  electric  ioconin- 
tives  were  shipped  in  April  of  this  year 
as  compared  to  23  shipped  in  .April, 
1927.  the  total  domestic  shipments  for 
the  first  four  months  were  55  as  com- 
pared to  52  for  the  same  period  in  1927. 
according  to  the  U.  S.  Department  of 
Commerce.     The  shipments  dm-ing  the 


May  12, 1928 


ELECTRIC  RAILWAY  JOURNAL 


795 


first  three  montlis  were  all  higher  this 
year  than  last.  The  unfilled  orders 
totaled  42  on  the  end  of  April,  1927, 
and  were  41  the  last  of  the  same  month 
this  year. 


Consumer  Production  of  Gases 
Foreseen 

Large  consumers  of  gases  for  welding 
and  cutting  may  be  potential  gas  pro- 
ducers, according  to  F.  P.  Wilson,  Jr., 
General  Electric  Company,  and,  should 
economies  justify  the  installation  of 
equipment,  consumers  should  be  in  a 
position  to  judge  the  relative  merits  of 
the  apparatus  available  and  determine 
which  process  would  best  suit  the  re- 
quirements with  respect  to  the  following 
factors ; 

The  kinds  of  welding  and  cutting 
gases  now  used  and  possible  substi- 
tutes; the  effect  of  such  substitutes 
on  the  selection  of  a  process  for  manu- 
facturing these  gases  ;  the  economic  need 
of  consumer  manufacture ;  the  need  of 
"endeavoring  to  establish  an  economic 
balance  between  the  gases  used  and  the 
process  selected  for  their  manufacture, 
and  the  possibilities  of  applying  these 
gases  in  industrial  operations  in  which 
their  use  is  now  limited  or  in  which  it 
is  non-existent. 

Oxygen  can  be  economically  produced 
from  the  air  by  means  of  air  liquefaction 
and  subsequent  fractionation,  a  physical 
process ;  or  by  the  electrolysis  of  water, 
an  electrochemical  process.  In  the 
former  case  nitrogen  is  a  by-product 
in  the  ratio  of  four  volumes  to  one  vol- 
ume of  oxygen.  In  the  latter  case  hy- 
drogen is  a  by-product  in  the  ratio  of 
two  volumes  to  one  of  oxygen.  An- 
other commercial  method  of  producing 
hydrogen  in  large  quantities  is  by  the 
liquefaction  and  fractionation  of  water 
gas.  This  latter  process  although  used 
in  Europe  is  not  in  general  use  in  this 
country. 

Acetylene  and  the  electric  arc  have 
until  recently  been  supreme  in  their  re- 
spective fields  of  application  in  welding 
and  cutting.  Now,  however,  the  eco- 
nomic supremacy  of  the  former  has 
been  seriously  challenged  in  welding  as 
well  as  in  the«cutting  to  an  extent  which 
may  result  in  an  economic  adjustment  in 
the  present  system  of  gas  manufacture 
and  distribution. 

The  atomic-hydrogen  flame  has 
demonstrated  characteristics  which  in- 
dicate its  great  value  in  many  welding 
applications,  and  in  many  instances 
molecular  hydrogen  or  city  gas  can 
replace  acetylene  as  the  fuel  gas  in 
cutting.  Oxygen,  the  active  agent  in 
metal-cutting  operations,  will  un- 
doubtedly be  used  for  years  to  come  in 
this  application  and  in  con.stantly  in- 
creasing quantities. 

Because  of  the  annual  value  of  the 
gases  used  in  many  industries  today, 
and  the  impending  economic  changes 
just  over  the  horizon,  the  need  is  em- 
phasized for  a  general  knowledge  of  the 
relation  existing  between  the  process  of 
manufacture  and  the  use  of  the.se  vari- 
ous gases. 


^60,000  for  Dallas  Tracks 

Three  track  rebuilding  plans  to  be 
carried  out  by  the  Dallas  Railway  & 
Terminal  Company,  Dallas,  Tex.,  have 
been  tentatively  announced  by  the  super- 
visor of  public  utilities. 

The  plans  include  the  removal  of 
street  car  tracks  on  Parry  Avenue  and 
their  rebuilding  within  the  Fair  Park, 
the  rebuilding  of  car  tracks  on  Cole 
Avenue  from  Lemmon  to  Knox  Street 
and  paving  between  them,  and  the  re- 
building of  car  tracks  on  Commerce 
Street  between  Exposition  Avenue  and 
the  Houston  &  Texas  Central  Railroad. 
These  three  projects  would  cost  more 
than  $60,000. 


It  was  indicated  that  two  other  other 
improvement  projects  are  being  con- 
sidered and  will  be  incorporated  in  the 
plan  before  it  is  finally  adopted. 

* «ff»5 


T-Rails  for  Galveston 

Permission  has  been  granted  the  Gal- 
veston Electric  Company,  Galveston, 
Te.x.,  by  the  city  commissioners,  to  in- 
stall T-rails  instead  of  girder  rails  on 
Market  Street  from  Nineteenth  to  Sixth 
Streets.  The  contract  for  the  paving 
of  the  street  has  already  been  let  and  it 
is  likely  that  the  electric  company  will 
soon  begin  work  on  the  installation  of 
the  new  track  and  concrete  surfacing. 


Thirty  More  Cars  for  Mexico  Tramways 


In  addition  to  the  twenty  single-end 
cars  delivered  last  October  to  the  Mex- 
ico Tramways,  Mexico  City,  the  J.  G. 
Brill  Company,  Philadelphia,  Pa.,  has 
just  delivered  to  the  same  company,  30 
double-end  cars. 

These  cars  are  44  ft.  7  in.  long,  8  ft. 
5  in.  wide  and  weigh  33,500  lb.     They 


are  of  the  two-man  type  and  seat  50  pas- 
sengers. The  trucks  have  a  wheelbase 
of  4  ft.  10  in.,  weigh  5,212  lb.  each,  and 
are  equipped  with  outside-hung  motors. 
The  finish  is  in  Durban  red  enamel. 
The  interior  is  trimmed  in  aluminum. 
.■\n  interesting  feature  is  the  use  of  ven- 
tilators over  the  vestibule  windows. 


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One  of  the  double-end  cars  just  delivered  to  the  Mexico  Tramways 


JO'-//"- 


mwmmm 


^^  ~9" over  bumpers  — - 

Floor  plan  of  the  Brill  cars  for  Mexico  Tramways 


Name  of  railway.  ..Mexico  Tramways,  Mexico  City, 

Mexico 

Number  of  units 30 

Type  of  unit Two-man,  motor,  passenger,  city 

double  end,  douh>le  truck 

Number  of  seats 50 

Builder  of  car  body The  J.  G.  Brill  Company, 

Philadelphia.  Pa. 

Date  of  order 12/14/27 

Date  of  deUvery 10  ears  3/22;  10  cars,  3/31: 

„,  .  .  10  cars,  4/13 

Weights: 

Car  body 1 5,585  lb. 

Trucks 10,425  lb. 

Equipment 7,490  lb. 

Total 33,500  lb. 

Bolster  centers 1 9  ft.  II    in. 

Length  over  all 44  ft.    7    in. 

Length  over  body  poets 30  ft.  II    in. 

Truck  wheelbase 4  ft    10    in 

Width  over  all 8  ft.     5    in. 

Height,  rail  to  trolley  base 10  ft.    6}  in. 

Window  post  spacing 29  in. 

Body Semi-steel 

Roof Arch 

Doors End,  folding 

Air  brakes General  Electric 

Armature   bearings Plain 

Axles A.S.T.M.-A-2-27 

Car  signal  system Faraday 

Compressors CP  27-B 

Conduit Metal 

Control K 


Couplers Self-supporting  radia 

Curtain   fixtures Curtain   Supply   Company 

Curtain  material Pantasote 

Destination  signs Hunter 

Door  mechanism National  Pneumatic 

Fare  boxes Cox 

Finish .  .  Enamel,  Sherwin-Williams  Old  Dutch  railway 

Gears  and  pinions Grade  M 

Glass D.T..\. 

Hand  brakes Peacock  Staffless 

Headlights Crouse  Hinds 

Headlining Agasote 

Interior  trim Aluminum 

Journal  bearings Plain 

Journal    boxes Brill,    semi-steel 

Lamp  fixtures Brill-G.   K. 

Motors G.E.-275B,  outside-hung 

Painting  scheme Durban  red 

Koof   material Poplar   covered    with    canvas 

Safety  car  devices Safety  Car  Company 

Sash  fixtures National  Lock  Washer 

Seats Brill  No.    103 

Seat  spacing 30^  in. 

Seating     material Birch     slats 

Slack  adjusters American  Brake  Company  E- 1 

Steps Folding 

Step  treads Kass 

Trolley  catchers " Earll 

Trolley  base U.  8.  No.  13 

Trucks Brill    76-E>l 

Ventilators Brill  exhaust 

Wheels,  type Rolled  steel,  diameter  26  in. 

Wheelguards Root  life  guattl 


796 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.l9 


Four  Cars  for  Lackawanna 
8C  Wyoming  Valley 

Four  cars  were  ordered  by  the 
Lackawanna  •&  Wyoming  Valley  Rail- 
road, Scanton,  Pa.,  from  the  Osgood 
Bradley  Car  Company  on  April  18,  as 
mentioned  in  the  April  21  issue  of  the 
Journal.  The  cars  are  to  be  of  the 
two-man  interurban  type.  Each  car  is 
to  be  63  ft.  2  iti.  long.  9  ft.  3  in.  wide. 
The  weight  will  be  81,000  lb.,  and  there 
will  be  seats  for  76  passengers.  The 
cars  are  to  be  equipped  for  both  600-volt 
third  rail  and  overhead  trolley  operation. 
Complete  specifications  are  given  in  the 
following  table : 

Name  of  railway.  . .  -Lackawanna  &  Wyoming  ^'alIey 
Railroad,  Scranton,  Pa. 

Number  of  uni  ts 4 

Type  of  unit.  .Two-man,  motor,  passenger,  interur- 
ban, double-end,  double-truck 

Number  of  seats 76 

Builder  of  car  body  ....  Osgood  Bradley  Car  Co. , 

Worcester,  Mass. 

Date  of  order April   18,   1928 

Date  of  delivery July,  1928 

Weights: 

Car  body 39,000  lb. 

Trucks 25,000  lb. 

Equipment 17,000  lb. 

-TotaL 81,000  lb. 

Bolster  centers 40  ft.  7  in. 

Length  over  all 63  ft.  2  in. 

Length  over  body  poets 52  ft.  5  in. 

Truck  wheelbase 7  ft.  0  in. 

Width  over  all 9  ft.  3  in. 

Height,  rail  to  trolley  base 13  ft.  2  in. 

Window  post  spacing 32  in. 

Body Semi-flteel 

Roof Monitor 

Doors End,  sliding 

Air  brakes . .  Westinghouse  Air  Brake  Co.,  Automatic 

Armature  bearings Plain 

Car  signal  system ....  Westinghouse  Air  Brake  Co. 

Compressors DH-25 

Conduit Flexible  and  metal 

Control Westinghouse  AB 

Couplen Tomlinson 

Curtain  fixtures Curtain  Supply  Co.,  ring  type 

Curtain  material Double  faced  pantasote 

Door    mechanism Hand 

Finish Paint 

Floor  covering Battleship  linoleum 

Glass Plate 

Hand  brakes Horiiontal  ratchet  type 

Heat  insulating  material 3-ply  salamander 

Heaters     Consol.  Car  Heating  Co.,  R 1 50 1 ,  A500  watt 

Headlining i-in.  Agasote 

Interior    trim Mahogany 

Journal  bearings Plain 

Lamp  fixturee ........  Electric  Service  Supplies  Co. 

Motors.. .  .Two,  Westinghouse  S57-D8,  outside  hunt 

Painting  scheme Maroon 

Registers Ohmer 

Roof  material Steel  frame,  wood  and  duck 

Sash  fixtures O.    M.   Edwards 

Seats Hale  &  Kilburn,  .Spec.  392  EE 

Seat  spacing 32  in. 

Seating  material ....  Chase  plush  (leather  in  some) 

Steps Stationary,  steel 

Step  treads Anti-slip 

Trolley  retriever* Earll  5A 

Trolley  base No.  3  Sterling 

Trucks Baldwin  84-35  AT  A  A.\ 

Ventilators Osgood  Bradley  duplex  auto 

Wheel  diameter 33    in. 


Electrical  Glossary  Published 

For  guidance  in  properly  listing  and 
classifying  electrical  apparatus  and  sup- 
plies in  shippers'  export  declarations  the 
Bureau  of  Foreign  and  Domestic  Com- 
merce, Washington,  D.  C,  has  compiled 
a  glossary  of  electrical  terms  and  in- 
structions to  exporters.  Each  item  is 
listed  alphabetically  giving  opposite 
each  the  class  number  and  unit  of  quan- 
tity. A  second  listing  contains  the 
items  listed  by  numbers.  The  foreword 
consists  of  articles  of  customs  regula- 
tions for  the  guidance  of  exporters. 


METAL,  COAL  AND    MATERIAL  PRICES 
F.  O.  B.  REFINERY 

May  8, 

Metals— New  York  1928 

Copper,  electrolytic,  cents  per  lb 14.0125 

Copper  wire,  cents  per  lb 1 6 .  00 

Lead,  cents  per  lb ^-  "*_, 

Zinc,  cents  per  lb 6.3125 

Tin,  Straits,  cents  per  lb 51.375 

Bituminous  Coal,  f.o.b.  Mines 

Smokeless  mine  run,  f.o.b.  vessel,  Hampton 

Roads,  gross  tons 4.  20 

Somerset  mine  run,  f.o.b.  mines,  net  tons. . .  ! .  875 

Pittsburgh  mine  run,  Pittsburgh,  net  tons.  1.95 

Franklin,  111.,  screenings,  Chicago,  net  tons  1 .  875 

Central,  111.,  screenings,  Chicago,  net  tons. .  1 .  675 

Kansas  screenings,  Kansas  City,  net  tons. . .  2 .  50 

Materials 

Rubber-covered  wire,  N.  Y.,  No.   14,  per 

1,000ft 5.40 

Weatherproof  wire  base,  N.Y..  cents  per  lb.  16.  50 

Cement,  Chicago  net  prices,  without  bags . .  2.05 

Linseed  oil  (5-bbl.  loU)  N.  Y.,  cents  per  lb.  10. 60 
White  lead  in  oil  ( i  00-lb.  keg) ,  N.  Y.,  cents 

perlb 13.25 

Turpentine  (bbl.  lote) ,  N.  Y.,  per  gal $0 .  5875 


ROLLING  STOCK 

Montreal  Tramways,  Montreal, 
Canada,  plans  the  purchase  during  1928 
of  58  buses  of  the  37-passenger,  15,000- 
Ib.,  90-hp.  type.  The  bodies  are  to  be 
constructed  of  duralumin  and  steel. 

San  Antonio  Public  Service  Com- 
pany, San  Antonio,  Tex.,  has  '  pur- 
chased one  21-passenger,  street  car  type, 
bus  from  the  Studebaker  Corporation, 
South  Bend,  Ind. 

Boston  Elevated  Railway,  Boston, 
Mass.,  will  purchase  28  gas-electric 
buses.  Ten  will  be  manufactured  by 
the  Twin  Coach  Corporation,  Kent, 
Ohio,  eleven  by  the  American  Car  & 
Foundry  Motors  Company,  New  York, 
and  seven  by  the  Versare  Corporation, 
Albany,  N.  Y.  All  buses  will  be  equipped 
by  the  General  Electric  Company. 


TRACK  AND  LINE 

Springfield  Street  Railway, 
Springfield,  Mass.,  is  planning  to  renew 
ties  at  various  points  on  Carew  Street. 

Louisville  Railway,  Louisville,  Ky., 
is  doing  considerable  track  raising  on 
Fourth  Avenue  at  the  present  time,  hav- 
ing raised  the  crossing  at  Fourth  and 
Jefiferson  Street  during  the  past  week. 
The  street  has  dropped  as  much  as  6  in. 
in  some  places  between  Broadway  and 
Main  Street,  as  a  result  of  the  driving 
of  a  large  sewer  tunnel. 


TRADE  NOTES 

Black  &  Decker  Manufacturing 
Company,  Towson,  Md.,  has  recently 
made  the  following  changes  in  their 
sales  organization :  H.  L.  Balke  is  with 
the  Kansas  City  branch,  covering  the 
territory  around  Onialia,  formerly  cov- 
ered by  Mr.  S.  D.  Shawgo ;  G.  F.  Parr 
is  with  the  Bufifalo  office,  and  has  taken 
over  the  territory  of  J.  H.  Hutton ; 
G.  N.  McCarthy  has  filled  the  vacancy 
at  the  Bufifalo  office,  made  by  H.  B. 
Austin,  who  has  been  transferred  to  Chi- 
cago ;  J.  A.  Murray  is  working  in  Balti- 
more, taking  over  the  accounts  formerly 


sold  by  Curtiss  Watts;  H.  B.  Hazerodt 
has  resigned  as  manager  of  the  Detroit 
branch  and  J.  H.  Walker,  who  has  been 
a  salesman  in  that  territory,  has  been 
appointed  manager.  The  new  Detroit 
branch  office  is  located  at  11501  Wood- 
ward Avenue. 

Rome  Wire  Company,  Rome,  N.  Y., 
has  appointed  L.  A.  Zima  district  en- 
gineer in  the  New  York  office.  Mr. 
Zima  was  formerly  cable  engineer  in 
charge  of  design  and  specification  of 
cables  for  power  stations  substations, 
and  transmission  and  distribution  sys- 
tems of  the  Brooklyn  Edison  Company. 

General  Electric  Company,  Sche- 
nectady, N.  Y.,  has  appointed  C.  W. 
Stone,  formerly  manager  of  the  central 
station  department,  to  the  position  of 
consulting  engineer,  and  has  selected  M. 
O.  Troy  as  manager  of  the  central  sta- 
tion department. 

Ideal  Commutator  Dresser  Com- 
pany, Sycamore,  111.,  has  appointed 
Superior  Supply  Company,  Bluefield, 
W.  Va.,  as  sales  representative  for  the 
sale  of  ideal  commutator  resurfacers 
and  other  maintenance  equipment  in  the 
Bluefield  territory. 

RoLLWAY  Bearing  Company,  Syra- 
cuse, N.  Y.,  announces  the  appointment 
of  Alfred  E.  Munch,  Jr.,  as  repre- 
sentative in  the  Chicago-Milwaukee  dis- 
trict, with  headquarters  at  544  Railway 
Exchange  Building,  Chicago. 


ADVERTISING  LITERATURE 

Ingersoll-Rand  Company,  11  Broad- 
way, New  York,  has  just  completed  the 
sixth  edition  of  its  140-page,  two-color 
book,  entitled,  "100  and  1  Ways  to  Save 
Money  with  Portable  Compressors."  In 
this  book  the  company  has  embodied 
comparative  cost  data  on  its  portable 
air  compressors  and  air-operated  tools. 
The  information  has  been  put  together 
in  handy  reference,  cross  index  form. 
In  most  cases,  figures  are  presented  on 
a  man-hour  basis  so  that  they  can  be 
readily  applied  to  local  conditions  in 
any  part  of  the  world.  Free  copies  may 
be  obtained  by  writing  to  the  company 
in  New  York  or  at  any  of  its  local 
branches.  J 

Martindale     Electric     Company,  ' 
Cleveland,  Ohio,  announces  a  new  No. 
10,    36-page    catalog    on    motor    main- 
tenance equipment. 

John  C.  Dolph  Company,  Newark, 
N.  J.,  has  published  a  solvent  and  cal- 
culating chart  for  insulating  varnish. 
It  enables  the  user  to  determine  the 
correct  amount  of  solvent  needed  to 
bring  the  varnish  to  the  required  gravity 
for  dipping.  It  also  includes  directions 
to  determine  the  number  of  gallons  of 
varnish  contained  in  removable  head 
drums. 

American  Car  &  Foundry  Motors 
Company,  New  York,  has  published 
two  booklets  descriptive  of  A.C.F.  par- 
lor coaches  and  A.C.F.  de  luxe  urban 
coaches. 


May  12, 1928 


ELECTRIC  RAILWAY  JOURNAL 


23 


A  service  requirement — 

M.aximum  platform  space; 


The 
Peacock 
StafHess 


In  considering  specifications  for  those  new  cars,  give 
just  consideration  to  the  question  of  platform  space. 
Consider  only  the  equipment  that  will  occupy  a  mini- 
mum of  such  valuable  space. 

Their  requirement  of  very  little  platform  space  is  but 
one  of  the  many  advantages  which  have  made 
"Peacock"  Staffless  Brakes  standard  equipment  on 
nearly  all  modern  cars. 

Three  times  the  braking  power  of  ordinary  hand- 
brakes, almost  unlimited  chain-winding  capacity, 
easy  operation,  low  installation  and  maintenance 
costs,  and  their  unfailing  reliability  are  other  factors 
which  have  led  to  their  popular  adoption. 

Why  not  get  the  complete  "Peacock"  Story  which 
discloses  in  detail  the  reasons  why  nearly  all  modern 
cars  are  using  them? 

National  Brake  Company,  Inc. 

890  Ellicott  Square  Buffalo,  N.  Y. 

Canadian  Representative:  Lytnan  Tube  8C  Supply  Co.,  Ltd.,  Montreal,  Can. 


24 


ELECTRIC  RAILWAY  JOURNAL 


May  12,1928 


Tirnken  -  Equipped 

Cars 

for  Cleveland 

Railways 


CREATED  for  high  efficiency,  the  Duplex  Articu- 
lated street  car  is  made  still  more  efficient  by 
Timken  Bearings.  Timken -equipped  journals  have 
been  specified  by  the  Cleveland  Railway  Co.  for  25 
of  these  cars  and  for  50  single  cars.  All  of  these  cars 
are  Timken -equipped  Kuhlman  -  Brill  cars  — the  larg- 
est order  ever  placed  for  roller  bearing  street  cars! 

They  assure  much  smoother  travel  and  far-reaching 
economy.  The  fast,  jerkless  starting  signifies  reduced 
frictional  resistance  which  saves  lubricant,  power, 
motors,  and  wear  and  tear. 

Extreme  endurance,  due  to  Timken  full  thrust  capac- 
ity, and  greater  load  carrying  area,  eliminates  most 
journal  maintenance. 

High  wear-resistance  and  low  rolling  resistance  are 
combined  in  Timken  tapered  construction,  Timken 
POSITIVELY  ALIGNED  ROLLS  and  Timken-made 
electric  steel.  That  is  the  reason  for  Timken  eminence 
in  every  type  of  rail  transportation. 

THE  TIMKEN  ROLLER  BEARING  CO.,  CANTON.  OHIO 

ROLLER  BEARINGS 


May  12,1928 


ELECTRIC  RAILWAY  JOURNAL 


25 


The  Passenger's  Comfort 
isn't  all  in  the  seat   /    /    / 


A 


LOT  of  it's  "below  the  axles" 


— the  physical  comfort  of  easy-flexing, 
smooth -rolling  Goodrich  Heavy  Duty 
Silvertowns 

— plus  the  mental  comfort  of  a  safe, 
sure,  road-biting  grip  where  the  tread 
meets  the  road. 

Back  of  it  all  is  a  carcass  with  extra 


strength— extra  toughness.  Extra  rubber 
between  the  outer  plies  anchors  the 
tread  and  cords  together.  Water  Cured 
rubber — cured  so  accurately  that  these 
tires  are  tough  clear  through. 

Comfort  —  safety  —  economy  —  longer 
mileage  and  better  performance  for  each 
mile  in  the  total— these  factors  are  win- 
ning and  keeping  a  place  for  Goodrich 
Heavy  Duty  Silvertowns— on  some  of 
the  biggest  fleets  on  the  road. 
The  B.  F.  Goodrich  Rubber  Company  eu.  isio 

Akron,  Ohio  Paci6c-Goodrich  Rubber  Co.,  Los  Angeles,  Calif. 
In  Canada:  Canadian-Goodrich  Rubber  Company,  Kitchener,  Dot. 


Goodrich 

HEAVY     DUTY 

Silvertowns 

HIGH    PRESSURE    OR    BALLOON 


26 


ELECTRIC  RAILWAY  JOURNAL 


May  12,  1928 


Tfhe  Elecpc  Railway  Industry  write^ 
■*'"  owl/recommendation  i 


©r 


YELLOW 


CL^€un  in  1^27  oA  jUi 
ICfZS  and  i<f26  more 
yjMciv-  Cwuttzb  wencr 


m 


May  12,  1928 


ELECTRIC  RAILWAY  JOURNAL 


27 


:ruck  Company 

Poniiac^  Michigan 


28 


ELECTRIC  RAILWAY  JOURNAL 


May  12,  1928 


Part  of  the  layout  floor  in  the  Bethlehem  Frog  and  Sivitch  Plant  at  Steellon,  Pa. 

Why  Bethlehem  Track  Layouts 
Assemble  in  the  Field  Without  a  Hitch 


Because  every  Bethlehem  Special  Track  Layout  is 
carefully  fitted  together  under  cover  by  skilled 
workmen,  in  heated  and  well-lighted  shops,  where 
the  ideal  working  conditions  promote  care  and 
accuracy.  This  assures  freedom  from  trouble  due 
to  improperly  fitted  parts,  when  putting  together 
in  the  field.  Assembly  without  a  hitch ! 


Below  is  a  partial  list  of  Bethlehem  Products 
for  Electric  Railways: 

Rolled  Alloy  Steel  Crossings 

Machine  Fitted  Joints 

Rolled  Steel  Wheels         Bolts 

Hard  Center  Frogs         Tie  Plates 

Abbot  Ba^e  Plates 

Forged  Axles         Splice  Bars 

Hard  Center  Mates         Tie  Rods 

Pole  Line  Material 

Tee  and  Girder  Rails 

Center  Rib  Base  Plates 


BETHLEHEM  STEEL  COMPANY,  General  Offices:  BETHLEHEM,  PA. 

DISTRICT  OFFICES: 

K«w  Tork  Bonton  Philadelphia  Baltimore  Wa8hing^on  Atlanta  Pittsburgh  Buffalo 

Clereland  Detroit  Cincinnati  Chicago  St.  Louis  San  Francisco  Los  Angeles  Seattle  Portland 

Bethlehem  Steel  Export  Corporation,  25  Broadway,  >lew  York  City,  Sole  Exporters  ol  Our  Commercial  Products. 

BETHLEHEM 


May  12,1928 


ELECTRIC  RAILWAY  JOURNAL 


29 


102  Y^AJi«   OF  MAJSrUFA-C TURING   E^CPRRIEiNCE' 


Rattan  car  scat  wcli- 

bing  may  be  ordered 

through   any  H-W 

sales  office 


No.  55  P-X 


BRINGS  PULLMAN  COMFORT  TO  THE  INTERURBAN  CAR! 

'T'HIS  beautiful  de  luxe  seat,  mounted  on  our  new  revolving  base,  brings  to  the 
-*-  interurban  car  all  the  comfort  and  convenience  of  the  finest  parlor  car  chair. 
Deep,  spring-filled  seat  cushions  and  backs,  make  this    the  most    luxurious   and 

comfortable  car  seat  made  today. 

The  seat  revolves  easily  by  pressing  the  foot  pedal  which  is  handily  located  on  the 

steel  base.     The  revolving  mechanism  has  been  purposely  made  as  simple  and  as 

strong  as  possible  so  that  there  is  nothing  to  get  out  of  order.     If  you  are  interested 

in  making  your  interurban  cars  the  finest  and  most  comfortable  type 

in  use  today,  by  all  means  give  the  55  P-X,  as  shown,  your  serious 

consideration.     The  base  illustrated  will  also  accommodate  other 

car  seats  which  we  make. 

1/  "jou  have  not  received  a  copy  of  our 
new  Bus  Seat  Catalogue,  write  for  it. 


S? 


REG.  U.S.  PAT.  OFF. 


||L||  |L-|]  lj\   Heywood-Wakefield  Company,  Wakefield,  Mass.;  516  West  34th  St.,  New  York,  N.  Y.; 
M  m  IL_\   459  Railway  Exchange  Bldg.,  Chicago,  111.     H.  G.  Cook,  Hobart  Bldg.,  San 


jaEaaii^ 


^S- 


Francisco,  Gal.   The  G.  F.  Cotter  Supply  Company,  Houston,  Texas.  John  R. 
^^   Hayward,   Liberty  Trust  Building,  Roanoke,  Va.      The    Railway    & 
Power  Engineering  Corp.,  133  Eastern  Ave.,  Toronto;  Montreal; 
Winnipeg,  Canada. 


mi^  liii 


35 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.l9 


I 


"  We  never  have 

any  trouble  in 

the  way  of 

CHASSIS  and 
UNIVERSAL 

lubrication' 


hThis  is  \vhat 
Yelloway,  Inc* 

"The  Longest  Bus  Line  in  the  world," 

says  about 


TEXACO 

MARFAK  GREASE 


The  buses  of  this  company  operate  under 
the  hardest  kind  of  service. 

Each  bus  weighs  ii,8oo  pounds  empty. 

Each  hauls  from  twenty'five  to  thirty 
passengers. 

The  motors  are  rated  from  55  hp.  to 
103  hp. 

If  your  own  buses  are  subjected  to  hard 
service  (where  is  the  bus  that  isn't?) — if  you 
"never  want  to  have  any  trouble  in  the  way 
of  Chassis  and  Universal  Lubrication"  try 
TEXACO  MARFAK  GREASE.  This 
grease  is  way  ahead  of  any  other  universal 
joint  lubricant  on  the  market. 


It  is  soft,  pliable  and  plastic  and  has 
decided  non'fluid  tendencies.  It  is  noted  for 
its  ability  to  "'train"  or  adhere  to  itself  and 
to  the  wearing  surfaces.  (In  much  the  same 
way  that  bread  dough  adheres  yet  strings 
out). 

TEXACO  Marfak  Grease  resists  heat  and 
centrifugal  force.  It  will  not  break  up  under 
the  roughest  kind  of  treatment. 

Best  of  all,  TEXACO  Marfak  Grease  is  an 
all'purpose  grease.  Use  it  on  Universal 
Joints,  wheel  bearings,  brake  connections — 
any  place  in  fact,  where  there  is  provision  for 
pressure  lubrication. 

It's  economical,  too,  and  lasts  a  I'O'n-g  time. 


We  shall  be  glad  to  demonstrate  TEXACO  MARFAK 
GREASE   on   any   of   your   buses,    any   time.      Try   it. 

THE  TEXAS  COMPANY 

Texaco  PetroJeurn  Products 
Dept.  E5,  17  Battery  Place,  New  York  City 

OFFICES  IN  PRINCIPAL  CITIES 


May  12,  1928 


ELECTRIC  RAILWAY  JOURNAL 


31 


'"'sm^gZ. 


Qne  way  to  hold 

the  business 
your  driver  bum 


Don't  let 
POOR  LIGHTS 

tear  down  the  business 

his  courtesy  and  skill 

are  building  up. 


A  COURTEOUS  driver,  keen  and 
alert,  can  do  much  to  build 
business.  Good  lights,  well  placed, 
giving  reading  comfort  to  the  coach 
passengers,  are  a  material  aid  in  hold- 
ing this  business.  On  the  other  hand, 
business  suffers  if  lights  grow  dim. 
No  ordinary  power  plant  can  keep 
lights  at  their  brightest  in  the  motor 
coach.  Long  hours  of  operation, 
heavy  lamp  load,  gruelling  day-in- 


^'S^^WW^^P"^ 


J 


and-day-out  service — call  for  extra 
power — extra  stamina.  Only  a  gen- 
erator of  the  right  capacity,  in  com- 
bination with  a  dependable  battery 
of  the  proper  size,  can  handle  the 
job  satisfactorily. 

Well-paying  coaches 

That  is  why  owners  of  well-paying 
coaches  use  the  Exide  Motor  Coach 
Battery.  It  is  specially  designed  for 
this  battery  job,  by  engineers  who 
know  how  difficult  that  job  is. 

Profit  two  "ways 

Besides  insuring  good  lights  for 
drivers  and  customers,  these  owners 
are  lighting  their  coaches  at  the  low- 
est operating  cost  per  mile.  Thus 
they  profit  two  ways  .  .  .  they  save 
money  by  cutting  operating  costs — 
they  make  money  by  building  and 
maintaining  business. 


THE      ELECTRIC      STORAGE      BATTERY     COMPANY,     Philadelphia 

Exide  Batteries  of  Canada,  Limited,  Toronto 


42 


ELECTRIC  RAILWAY  JOURNAL 


May  12.  1928 


The  Sterling  Maj'k  on  Blut  Bodie/' 


Lang  Body — whether  built  on 
a  new  chassis — whether  built 
on  an  old  chassis — whether  our 
new  all  metal  job:  :^i/ 

Produces  the  same  results 


'     The  Lang 


Mav  12,  1928 


ELECTRIC  RAILWAY  JOURNAL 


33 


o  dies 


%^ner  aJ, 


ihafcounis/  * 

» 

ASSENGER  Attraction— Passenger 
Comfort — Increased  Revenue — 

Longer  Life  —  Lower  Maintenance 

Cost. 

Answers  every  problem  of  the  operator. 

What  Maw  Can  YouBuy  At  Any  Price 


'Body  Co., 


Cleveland 
Ohio 


I 


34 


ELECTRIC  RAILWAY  JOURNAL 


May  12,  1928 


\ 


—the  Upholstery 
that  invites  and 
holds  patronage 
—saves  and  serves 
as  only  this  regal 
Mohair  Velvet  can 


Chase  Velmo  —  Made  by  Sanford  Mills,  Sanford,  Me. 
L.  C.  Chase  &  Co.,  Selling  Agents,   Boston 

New  York    -    Atlantic  City     -    Detroit    -    Sap  Francisco    -    Chicago 


The  Upper  Ray 


THE  BETTER  WU  SEE 
THE  SAFER  YOU  GO. 

;°„„  see,  .he  safer  you  *o. 

Thus  is  it  «pWne*  "^,„^rpopu\ar«-->' 

Trucks  and  motor-coaches. 

rXT„tjirrov^T;St.>a-.o„.He 
Steering  wheel. 


The  Lower  Ray 


.C?" 


1,  you  «0UW  "^"VrLyf^i^^'S'""" 
"  f^,  equips**  W',  ^X  Department, 
rS^MorLam'^Manu.ac.urin^Cou.- 

^^y,  Cleveland,  Oluo. 


IMF.   TAMPS 


STnP-TAlT      T    AH/ine 


■»**T1»/-T?T1       T      AHiTTkO 


SWvD^rrvsE^ 


A — ^Thumb  screw  catch 
that  makes  the  opening 
of  lamp  door  easy,  sim- 
ple and  positively  locks 
door  securely. 

B — Hinge  for  door  of 
lamp. 


<§>■ 


1  An  upper -d^-^'^:^^;^^^,,,,torcin. 

2  ^^Lses  S  glass  "«|„*,rNo  danger 
of  glass  droppmgo  ^^^^^^^^^  ^^„,,. 

^  Felt  seals  for  air-tign 

tion.  body-sealed 

"""    Ttus  cle-rs,  proven  co.ec.  b, 

7  K^tS32--'«°h„.  .or  .-.». 

*^het  adjustment  tor 
o  Outside  ratchet  auj 

bulbs.  ^utinct  sections, 

upper  pa"  to  pr 


//F/4/?  LAMPS 


Mnv  12,  1928 


ELECTRIC  RAILWAY  JOURNAL 


37 


ethods 

may  difFer— 
but  Principles  survive 


It  is  significant,  to  those  responsible  for  trans- 
portation profits, 

— that  practically  all  the  successful  pioneers 
in  electric  traction  have  continuously  used 
Ohmer  fare  registers  for  more  than  twenty- 
five  years ; 

— that  more  than  150  electric  railway  lines 
have  used  Ohmer  equipment  for  over  ten 
years; 

— that  over  ninety  per  cent  of  the  interurban 
systems  in  the  United  States  are  OHMER- 
ized. 


Ohmer 

^^^^     ^^r  REO.     U.S.     PAT.     OFF 

FARE  REGISTER  CO. 
Dayton,  Ohio 


Wherein    lies    the    significance?      On    three 
counts,  chiefly: 

First,  The  same  basic  principles  originally 
championed  and  applied  by  John  F. 
Ohmer  have  stood  the  test  of  time 
unchallenged. 

Second,  Every  Ohmer  register  is  built  to 
deliver  long  and  faithful  service,  sup- 
ported by  a  nation-wide  service  organi- 
zation of  marked  efficiency. 

Third,  By  constant  refinement  of  product  and 
broadening  of  service,  Ohmer  has  con- 
sistently anticipated  the  growing  demands 
of  passenger  transportation. 

Products  ever  finer  and  better,  utility 
ever  more  complete  and  more  adaptable, 
— constant  improvement  in  scope  and 
form,  but  constant  adherence  to  the  same 
basic  principles — thus  has  Ohmer  kept 
faith  with  the  Industry  it  serves. 

And  therein  lies  your  assurance  of  con- 
tinued profits  from  Ohmer  service. 


38 


ELECTRIC  RAILWAY  JOURNAL 


May  12, 192S 


Mutual  Service 


To  the  manufacturers  and  distributors  of 
America  and  the  street  railway  systems  that 
transport  the  millions  of  America's  potential 
buyers,  Collier  ofifers  a  mutual  service. 

This  service  has  brought  the  street  railway  riders 
in  thousands  of  cities  and  towns  throughout  the 
country  to  look  upon  car  cards  as  extremely  useful 
and  pleasing  features  of  up-to-date  street  car  serv- 
ice. It  has  given  national  and  local  advertisers  a 
medium  thru  which  they  can  get  their  messages  to 
selected  territories  easily,  economically  and  con- 
vincingly. 

Our  business  is  one  of  service — service  to  the  street 
railway  industry,  service  to  America's  national  and 
local  advertisers,  service  to  the  millions  of  people 
who  daily  ride  on  street  cars. 


(  MCOt3RDn.<^XKO, 


CANDLER  BUILDING, 
NEW  YORK,  N.  Y. 


May   12,  1928  ELECTRIC  RAILWAY  JOURNAL  •  39 

Maintenance  Records  Prove 

THE  RELIABILITY  AND  ECONOMY  OF 

"STANDARD" 


iSi 


•STEEL  PARTS 


AXLES 
SPRINGS 
ARMATURE  SHAFTS 
ROLLED  STEEL  WHEELS 


STANDARD  STEEL  WORKS  COMPANY 


PHILADELPHIA,  PA. 

BRANCH  OFFICES: 


CHICAGO 
ST.  LOUIS 


NEW  YORK 
HOUSTON 


PORTLAND 
RICHMOND 


SAN  FRANCISCO 
ST.  PAUL 


PITTSBURGH 
MEXICO  CITY 


WORKS:  BURNHAM,  PA. 


40 


ELECTRIC  RAILWAY  JOURNAL 


May  12, 192 


May  12,  1928 


ELECTRIC  RAILWAY  JOURNAL 


41 


ii 


Looking  west  on  Washington  Street  at  the  intersection  of  Cincinnati  Street.  Note 

the  excellent  condition  of  the  tangentials  and  the  smooth  surface  of  the  track 

area.    Carey  Elastite  Track  Insulation  was  used  throughout. 


♦.,a  test  installation  in  1924.- 

now  standard  in  all 
track  construction^^ 


"TN  1924,  we  made  a  test  of  as- 
JL  phaltic  rail  filler,  installing  it  on 
each  side  of  the  rails,"  said  R.  E. 
Standish,  Superintendent  Mainte- 
nance, Peoples  Railway,  Dayton, 
Ohio. 

"In  this  way,  we  became  thor- 
oughly sold  on  this  type  of  track  in- 
sulation, and  it  is  now  included  as 
standard  in  all  our  track  construc- 
tion work. 

"We  use  Dayton-Mechanical  ties, 
100-lb.  ARA-A  rails,  thermit-welded 
joints,    Carey    Elastite    System   of 


Track  Insulation,  brick  paving  and 
asphalt  filler." 

The  Carey  Elastite  System  of 
Track  Insulation,  referred  to  by  Mr. 
Standish,  is  a  preformed  asphaltic 
compound  reenforced  with  asphalt- 
saturated  fibres.  It  is  impervious  to 
moisture,  and  forms  a  lastingly 
shock-absorbing  cushion  between 
the  rails  and  paving. 

Write  for  full  particulars.  If  you 
are  planning  any  track  construction 
work,  our  representative  will  be 
glad  to  call  and  tell  you  all  about 
this  efficient  material.   Write. 


The  Philip  Carey  Company 

hockland,  Cincinnati,  Ohio 


SYSTEM  OF  TRACK  INSULATION 


,42 


ELECTRIC  RAILWAY  JOURNAL 


May  12.  192; 


He  isyourbxisiness  partner 

He  considers  first  and  foremost  your  interests. 
He  is  truthful  and  honest  in  his  dealings  with  you. 
He  is  not  provincial,  but  his  experience  is  nation-wide  in  scope. 
He  is  not  opinionated,  but  brings  to  you  unbiased  facts,  news, 
and  reports. 

He  has  a  finger  on  the  pulse  of  your  trade's  activities.  He  pro- 
mulgates helpful  information. 

He  is  in  close  touch  with  manufactiu^ers,  producers,  distributors 
• — ^those  from  whom  you  buy. 

He  deals  with  none  which  has  a  tendency  to  mislead  or  which 
does  not  conform  to  business  integrity. 

He  is  a  consultant  that  "sits  in"  with  you  regularly.  His  sugges- 
tions are  profitable  to  you. 

He  holds  a  fellowship  in  a  select  association  with  exacting  stand- 
ards of  membership. 

He  has  pledged  himself  to  determine  the  highest  and  largest 
function  of  the  trade  which  he  serves,  and  to  strive  in  every 
legitimate  way  to  promote  that  function. 

HE   IS  THIS   PAPER. 

Your  paper.     A  member  of  the  Associated  Business  Papers,  Inc. 


A 


THE  ASSOCIATED  BUSINESS  PAPERS,  Inc. 

Executive  Offices:    220  West  42nd  St.,  New  York,  N.Y. 


B 


R 


The  A.B.P.  comprises  a  group  ot  buainoaa  papers  that  reachea  54 
fields  of  trade  and  industry.  Membership  requires  the  highest 
standards  in  every  department  of  publishing,  circulation,  editorial, 
and  advertising. 

The  advertisers  in  this  publication  demonstrate  by  their  presence 
here  that  they  are  awake  to  modern  methods  of  selling  as  well  as 
production  —  methods  that  cut  costs  and  standardize  operations. 


May  12,1928 


ELECTRIC  RAILWAY  JOURNAL 


43 


uiiciMiiiiHiiiiiiiiiiiini'iiiiiimiimiimiiiimiiiiiiiiiiiiiiiuniiniiiiiiniiiiiiiiiiiuiiiiiiiiiiiiHiiiiiiiiiiiiiuiimiiiiiuim^^^ 

I  I 

I  Clean  the  Oakite  way  | 
I          — and  forget 
about  scrubbing! 

I           "^J^    NEED    to    spend    valuable    hours  I 

I           •*•  »    scraping  and  scrubbing  repair  parts  | 

I           to  remove  the  grease,  dirt  and  muck — not  i 

I          when  you  clean  the  Oakite  way.  | 

I               Your  shopman  merely  lowers  dirty  parts  | 

I           and  assemblies  into  the  Oakite  tank — and  | 

I           forgets  all  about  scrubbing.     The  solution  | 

I           soaks  them  clean  while  he  is  busy  with  | 

I           actual  repair  work.     It  saves  you  money  | 

I           by  saving  your  mechanics'  time.  | 

I               Write  us  for  details  about  this  better  | 

I           way  to  handle  all  your  shop  cleaning  jobs.  | 

I           Ask    for    "Oakite    in    Railroad    and    Car  | 

I           Shops."    Sent  on  request.  I 

i                     Oakite  Service  Men,  cleaning  specialists,  are  located  in  = 

i                   the  leading  industrial  centers  of  the  U.  S.  and  Canada  | 

=                                                     Manufactured  only  by  = 

I          OAKITE  PRODUCTS,  INC.,  28B  Thames  St.,  NEW  YORK,  N.  Y.  I 

I  OAKITE  I 

I    Industrial  Cleaning  Materials  andMethods  I 

piiiiiiiimiHitintrmimnmiiiMmititrninrriiMiniiiiinnniiiniiiiiiiniiinMitiiiriiiiiiiriiiiiiimiiniiiiiiinimiiHiiriiiriitiiuniiiiiiiiir 
H iNitiiiiiiitiiiiuiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiitinriiiiiiiiiiiMiiMniiiiiiiiiiiMiitiiiiiiiiiuiitiiiniitiiuiiriiKiKj 


JOHNSON 

FARE 

COLLECTING 

SYSTEMS 


Johnson  Electric  Fate  Boxes  and  overhead  regiatera 
make  possible  the  instantaneous  registering  and  count- 
ing of  every  fare.  Revenues  are  increased  li  to  5% 
and  the  efficiency  of  one-man  operation  is  materially 
increased.     Over  4000  already  in  use. 

When  more  than  two  coins  are  used  as  feire,  the  Type  D 
Johnson  Fare  Box  is  the  best  manually  operated 
registration  system.    Over  50,000  in  use. 

Johnson  Change-Makers  are  designed  to  function  with 
odd  fare  and  metal  tickets  selling  at  fractional  ratea 
It  is  possible  to  use  each  barrel  separately  or  in  groups 
to  meet  local  conditiona.  Bach  barrel  can  be  adjusted 
to  eject  from  one  to  five  coina  or  one  to  six  tickets. 


Johnson  Fare  Box  Co. 

i  4SI8  Raoentwood  Ac:,  Chieag;  lU.  I 

riiiiuiiiiiiiiiiiiiimiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiijiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiijiiiiiiiuiiiiiiiiiiiiiiiuiiiiimiiiiiiiiiiiiiiiin 


Creosoted  ties 

cut  costs  to 

the  first  cost 


Under  the  pavement,  deep  into  dank, 
musty  earth  .  .  .  where  untreated 
wood  could  not  resist  the  ravages  of 
decay-producing  fungi  and  the  de- 
structive termite  (white  ant)  .  . 
where  replacements  involve  great  cost, 
interruption  of  service,  interference 
with  street  traffic,  the  far-sighted  oper- 
ating officials  of  the  South  CaroHna 
Power  Company  placed  these  Pretty- 
man  creosoted  ties  with  confidence  and 


assurance. 


Creosoted 

Railroad  Cross-ties;  Switch 
Ties;  Bridge  Timbers;  Con- 
struction Timbers;  Mine 
Timbers;  Lumber  Piling; 
Poles;  Posts  and  other  Forest 
Products 


Jf  Pi'pltLf man  &  Sons 

Vood  Preyei'vind  Plant 
Charleston,  KT  C. 


I 


44 


ELECTRIC  RAILWAY  JOURNAL 


May  12,1928 


iFor^  Bacon  d  ^avia 

incorporated 

115  Broadway,  New  York 
PHILADELPHIA  CHICAGO  SAN  FRANCISCO 


STONE  &  WEBSTER 


Incorporated 


Design  and  Construction 

Examinations     Reports     Appraisals 

Industrial  and  Public  Service  Properties 


KBW    TOBK 


BOSTON 


CHICAGO 


Sanderson  &  Porter 

ENGINEERS 
PUBLIO  UTILITIES  &  INDUSTRIALS 

Dedcn  Constmction  Manacement 

BxamiDatloDi  Beportt  Valnatlona 


CHICAGO 


NEW  YORK 


SAN  FRANCISCO 


ALBERT  S.  RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER,    MASSACHUSETTS 

lUrORTS -  APPRAISALS  •  RATES  •  OPERATION  -  BIRVICB 


0.  B.  BUCHANAN 
Prasldent 


W.  H.  PRICE,  JR. 

See'j-Treaa. 


JOHN  F.  LAYNG 
Vlee-Prealdcot 


BUCHANAN  &  LAYNG  CORPORATION 

EngiueertHg  and  ManagemeHt,  Construction 

Financial  Reports,  Traffic  Surveys 

and  Equipment  Maintenance 
BALTIMORR 
lM4CIUseiu  National  „     Phone:  NEW  YORK 

BankBldc  Hanover:  2142  49  WaU  Street 


HEMPHILL  &  WELLS 

CONSULTING  ENGINEERS 

Gardner  F.  Well.  Albert  W.  Hemphill 

A  PPRAISA  LS 

INVESTIGATIONS  COVERING 

Reorjanization       Management       Operation       Conatruction 

43  Cedar  Street,  New  York  City 


KELKER,  DeLEUW  &  GO. 

CONSULTING  BNGINBERS 

REPORTS  ON 

Operating  Problemi  Valuation!  Traffic  Surrcrt 

in  W.  Waihington  Street,  Chicago,  111. 


E.  H.  FAILE  &  CO. 

Designers  of 
Garages —  Service  Buildings —  Terminals 


441  LazmOTOM  AVI. 


NBW  YORK 


The  J.  G.  White 
Engineering  Corporation 

Engineers— Constructors 

Oil  Refineries  and  Pipe  Lines.  Steam  and  Water  Power  Plants,  Transmiislon 
Systems/  Hotels,  Apartments,  Offlc«  and  liidustrlal  Buildings,  Railroads. 

43  Exchange  Place  New  York 


THE  BEELER  ORGANIZATION 

Transportation,  Traffic,  Operating  Surveys 

Better  Service— Financial  Reports 

Appraisals — Management 

52  Vanderbilt  Ave.  New  York 


Engelhardt  W.  Holst 

Consulting  Engineers 

Appraisals  Reports  Rates  Service  InTestiration 

studies   on   Financial   and   Physical   Rehabilitation 

Reorgranlzatlon     Operation     Hanarement 

683  Atlantic  Ave.,  BOSTON,  MASS. 


BYLLESBY 

ENGINEERING  AiND 

MANAGEMENT  CORPORATION 

231  S.  La  Salle  Street,  Chicago 


New  York 


Pittkburch 


San  Frauciaco 


DAY  &  ZIMMERMANN.  Inc. 

ENGINEERS 

DesicjN    -  Construction    -    Reports 

Valuations   -   Management 

NEW  YORK              PHILADELPHIA                chicaoo 

WALTER  JACKSON 

Consultant  on  Fares  and  Motor  Buses 

TIm  Weekly  and  Sunday  Pan— Differential 

Fare»— Ride   Selling 

Holbrook  Hall  5-W-3 

160  Gramatan  Ave.,  Mt.  Vernon,  N.  Y. 


MCCLELLAN  &  JUNKERSFELD 

Incorporated 

ENGINEERING  AND  CONSTRUCTION 

Examinations — Reports — Valuations 

Transportation  Problems — Power  Developments 

68  Trinity  Place,  New  York 

Chicago  St.  Louis 


THE  P.  EDWARD  WISH  SERVICE 

50  Church  St.  Strttt  Railway  Intptetion  131  State  St. 

NEW  YORK  DETECTIVES  BOSTON 


When  writing  the  advertiser  for  Information  or 

prices,  a  mention  of  the  Eleetrle  Railway 

Journal  would  be  appreciated. 


Mav  12,  1928 


ELECTRIC  RAILWAY  JOURNAL 


45 


iniiuiiiiiiiiiiiiiuiiiiiiiiiuiiiiiiiii iiiiiiiiuiijiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiHiiiiiiiiriiiiiiiiiii uiiiiiiiiiihuiii iiiiui jiiiiiiiiiiiiiiiitiimiii iimiiiiiiiiiiiniiiiiiiiiimiiiiiiiiirmiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiihiuii 


THE  BABCOCK  &  WILCOX  COMPANY 


Builders  since  1868  of 
Water  Tube  Boilers 
of  continuing  reliability 

BRANCH  OFFICES 
Atlanta,  Candler  Building 
Boston,  80  Federal  Street 
Chicago,  Marquette  Building 
Cincinnati,  Traction  Building 
Clbvkland,  Guardian  Building 
Dal,i,as,  Texas,  Magnolia  Building 
Dknvkr,  444  Seventeenth  Street 
Detroit,  Ford  Building 
Houston,  Texas,  Electric  Building 
Los  Angeles,  Central  Building 
New  Orleans,  344  Camp  Street 


85  Liberty  Street,  New  York 

Makers  of  Steam  Superheaters 
since  1898  and  of  Chain  Grate 
Stokers    since     1893 


WORKS 
Bayonne,  N.  J. 
Barberton,  Ohio 


BRANCH  OFFICES 

Philadeilphla,  Packard  Building 
Phoendc,  Ariz.,  Heard  Building 
Pittsburgh,  Farmers  Deposit  Bank  Bulldinc 
Portland,  Orb.,  Falling  Building  " 
Salt  Lake  City,  Kearns  Building 
San  Francisco,  Sheldon  Building 
Seattle,  L.  C.  Smith  Building 
Honolulu,  T.  H.,  Castle  &  Cooke  Buildlnx 
Havana,  Cuba,  Calle  de  Aguiar  104 
San  Juan,  Porto  Rico,  Royal  Bank  Building 


iliiiiillililliiliniiiiiiHiniiiMiniiMuniiHiiHiittiiHiinimiiiiiliiitMUliitiiniiniitiiinilliiiiniuiliMiniiUMniiiHliiiiliiniiiniiiMitilitliiiiinMiirMlMliMnillliiiiiifiiiitiiniiiiiinMiniiiuiiiMiiiiiiiiiiniiiiiiiniiin 
jKiimiii iiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiii iiiiiiiiMiiiiiiiiiiiiiiiiJMiirimiiiiiiiiiiiiiiiiiiiiiiiiiiiMiuiiiitiiiiiiiiiiiiu>j    ^MninriiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiJiiiiiiiriiiitiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiij 


International 
Registers 

Made  in  single  and  double 
typei  to  meet  requirement* 
of  lervice.  For  hand  or  foot 
mechanical  or  electric  opera- 
tion. Counters,  car  fittings, 
conductors'   punches. 


The  Pioneer 


Blazing  trails  has  always 
been  the  work  of  the  pioneer. 
And  where  he  has  lead,  prog- 
ress has  followed. 

Engineering  service  is  a 
pioneer,  blazing  new  trails  of 
economy  and  efficiency  for 
the  business  that  employs  it. 


Afi^ 


PRESIDENT     /y 

STEVENS  &  WOOD,  Incorporated 
Engineers   and   Constructors 
120  Broadway,   New  York 

Chicago        .        .        Youngstown,  O. 

A    Personalized    S  e  r  v  i  c 


2}^y^o:>^^yc\^^\^A^<:^?>^r-i^tl^li^'^l''7:t-''?>'^ 


Doubt*  R*(l«t*r 
Tjpm  R-11 


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jiiiimiiMMiiiiininiiiiiintniuiiiiiitiiiiiiiiiiiiiiiMiiiiiiiiiiniiitiiiiiiiiiiiiiiiMiiiiiiiiiiiiitiiiniiiriininiiiriiiriiiriiuiiiiiitiiiriiiiiiiiii'- 


EIGHT  WOKKS , 

KAMAPO-AlAX-i:t.LIOT 
HllXBUHN.  NKVV  YOUK  ^ 
N1AG.\RA  FALlJa.  N.Y. 
CiUCACO,  ILLINOIS 
EAST  ST,  LOU  IS.  ILL 
I'l'EllU).  COLORADO 
SUl'ERIOnAVIiJCONSlIJ 
LOS  ANGELES.  CAT 
NIAGARA  FALL.S.  ONT. 


)  RAMAPO  AUTOMATIC 

.      ^^  -^^  RETURN  SWITCH  STANDS 

^^^pS^i-i  FOR  PASSING   SIDINGS 

-p;.^  TEE  RAIL  SPECIAL  WORK 

Jfj  jjl  (MANCANFSE  WORK  A  SPECIALTY 
('        O.  SALES  OFFICES  at  ALL  WORKS 

I  CS'        J  -^'.iin  Omce.  HILLBURN,  N.Y. 


The  International  Register  Co.  [ 

13  South  Throop  Street,  Chicago,  Illinoii  | 

'^iiiiiiiiiMiiiiiimiiiiiiiiiimiiHiimiiiiiiiiimiiiiimiiiiiimiimimiiiiiiiiiiiiiiiiiiitiimimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiuuiJ 
^iiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiu 

I        Kalamazoo  Trolley  Wheels         I 

I  The  value  of  Kalamazoo  Trolley 

I  Wheels    and    Harps    has    been 

I  demonstrated  by  large  and  small 

I  electric    railway    systems    for    a 

I  period    of   thirty   years.      Being 

I  exclusive     manufacturers,     with 

§  no  other  lines  to  maintain,  it  is 

I  through  the  high  quality  of  our 

I  product  that  we  merit  the  large 

I  patronage  we  now  enjoy.    With 

I  the   assurance   that  you   pay  no 

I  premium    for    quality    we    will                                                    j 

I  appreciate  your  inquiries.                                                                | 

I  THE  STAR  BRASS  WORKS  j 

I  KALAMAZOO,  MICH.,  U.  S.  A.  | 

TiiniuiiiiiiiiiiiiiiiniiiniiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiii' 
aiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii>- 

I  Efficient  Bus  Heating 

I  with 

The  N-L  Venti-Duct  Heater 


THE  NICHOLS-LINTERN  CO. 

7960  Lorain  Ave.  Cleveland,  Ohio 

1     SlHIIIIIIItlllllllllMIIIIIIIIIIIIIIIIIIMIIIIIIIIIIIIilllllllllllllllllllllllllllllllHIIIIIIIIIIIIIIIIIIMIIMIMIIIIIIMIIIIinilllllllllllllllllllllllllllllir 


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■BELL- 


NORTHERN  —  .^— —  WESTERN 

CEDAR  POLES 


BUTT  TREATING 
ALL  GRADES 


TIES 


BELL    LUMBER   CO.,  Minneapolis,  Minn. 


Ji 


/7\  Rod,Wire  and  Cable  Products 

AN/^CONdA  anaconda  copper  mining  company 

ftw-min^c^u™.,      .j.jjg    AMERICAN    BRASS    COMPANY 
"Tingl-...  General  Offices    -    -  _2S  Broadway,  New  York 

ANACONDA  TROLLEY  WIRE 


'■ ■■■■'luiininiiiiniiiiiiiiMUMUiiimiiniiimuiinimiiniiimnmimmnimiiiiinnmiumuimiiniiiiiiiin^  ^iiiimiiuiiitiiitiiidiii hmiiiii iiiiiiiiiiiin t iiiiniiiiiiiniitiiiiiiiriiinun 


riiiniiiMiniiiiiiniiiiiiiiMit 


46 


ELECTRIC  RAILWAY  JOURNAL 


May  12, 19: 


Orick'Paved  Track 
Areas  Keep  Down 
Expenses  and  allow 
Uninterrupted 

Schedules 


National  Paving  Brick 

Manufacturers  Association 

332  S.  Michigan  Ave., 

Chicago 

VITRIFIED 

BRICK  PAVEMENTS 

FACE    THE    FUTURE— PAVE    WITH    BRICK 


HiiiiiiiiJiiiiiriiiiiJiiiiiiiiiiiiiiiiiiiiiiiriiiiJiiMiiiiiiiiiiiiiiiJiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiJiiiiiiiJiiiJiiiiiiiiiiiiiiiiiiiiiiJiiiiiiiiiiii 


COLUMBIA 


I   Railway  Supplies  and  Equipment 


Machine  and 
Sheet  Metal  Work 

Forgings 

Special  Machinery 

and   Patterns 

Grey  Iron  and 
Brass  Castings 

Armature  and 
Field  Coils. 


The  Columbia  Machine  Works  and  M.  I.  Co. 
265  Chestnut  St.,  corner  Atlantic  Ava., 
Brooklyn,  New  York 


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sitiiiiiiiiiiiriiitiiirniiiiiiliiuiiiriiiiiiiiiiiitiiiiiiiiiiiiiNiiiiiiiiiitiiiiiiililiiiiiiiiiiiiriiiriiilliiiiiitliiriiiiiiiiiitiiiriiitlluiiiriiifiiiiiiiii 


PHONO-ELECTRIC 

CONTACT  WIRE 

gives  three  times  the  service 
of  hard  drawn  copper. 
Standard  with  lead- 
ing railways. 

Write  for  Phono  Book -^  full  of  useful  facts. 

Bridgeport  Brass  Co. 

Bridgeport,  Conn. 


"Jiiiiniiiiiiiiiiiiiriiiiiimiiiiiiiiiiriiiiiiiiiiiiiiniiiriiiniiriinillllilliiiiwilliliiliiuiiiinliriiiiiii urriniiiriiiiiiiiiiiiiiiiiiiiiiiiiiiii 

iiiiiiiiiiiiniiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiii iiiniiiiiiiiriiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii 

ELRECO  TUBULAR  POLES 


TMC   "WIRt    LOC 


MC   CMAMFCRCD  JOINT 


COMBINE 
Lowest  Cost  Lightest  Weight 

Least  Maintenance  Greatest  Adaptability 

CMsloK  complete  wltli  endneertaf  (tets  lent  on  reqneat. 
ELECTRIC  RAILWAY  EQUIPMENT  CO. 

CINCINNATI,  OHIO 

New  York  City,  30  Chnreb  Street 

lllllllllllimilllllllllllllllllllllllllllMllllllllllllllllllltllllllllllMllllilllllllllllllllllllllllllllilllHIinlllllllllKIIIIIIHIIIIIIIIllllUIIUlU 


Mav  12.  1928 


ELECTRIC  RAILWAY  JOURNAL 


47 


IGHT    SeCTIQ] 


USED  EQUIPMENT  CBi,  NEW— BUSINESS  OPPORTUNITIES 


UNDISPJUAYED— RATE  PER  WOKD: 
fositumg    Wanted.    4    cents    a   word.   minimiiJii 

75   cwjta  an  insertion,  payable  In  adrance. 
PofttivTiM    Vncant   and   all    other    clasalfipatlons, 

8  ctuits  a  wurd,   minimum  charge  $2.00, 
JPrapMota.  46  p««t8  a  line  an  Injwrtion. 


INKOftMATION: 

Jicz  ?iunibern  in  care  of  any  of  our  ortltes 
count    10  wordiii  additional  In  u.idLsolayed  ads. 

Oixcount  of  10%  If  one  paymt^nt  is  made  in 
advance  for  four  conttecuttve  Insertims  of 
undUplayed  ads   (not  Includins  proposals). 


Make  your  used  equip- 
ment help  cut  the  cost 
of  replacements! 


^  Used  Railwaj'  Equipment — cars,  rails, 
poles,  appliances,  road  building  equip- 
ment, etc. — that  you  consider  of  no 
further  value  in  your  service,  may  just 
fit  the  need  and  purpose  of  some  other 
organization  in  the  field  of  electric  rail- 
way operation. 

^There's  always  a  market  for  used  rail- 
way equipment  somewhere.  Don't  make 
the  mistake  of  junking  equipment  that 
you  consider  of  no  value,  when  there's 
a  possibility  of  turning  it  into  cash  to  be 
applied  against  the  cost  of  replacements 
— that's  not  good  business.  Send  us  a 
list  of  the  equipment  you  wish  to  dis- 
pose of  to  be  advertised  here.  Over 
6,000  executives  and  officials  in  the 
electric  railway  field  watch  the  Search- 
light Section  for  opportunities  to  pur- 
chase used  equipment. 


Advertise  it  in  the — 

SEARCHLIGHT    SECTION 


mSl'I,AYEI>— RATK  I'EJi  INCH: 

1   tn     ;;   iiHluts $4.r>0    an   jiicli 

'1    to      7    inches 4.3fl    uii    inch 

X   to   il   Inches .    4.10    an.  inch 

Hates  for  larger  srxitf::-,  !>i  .voiirl.v  rites.  onre<iiipst. 

An   odveriUinfj    iiirh    is    measuied  vertically    on 

vnv  column.  3  columns — 30  Inches — to  a  i>a«i:. 


POSITIONS  WANTED 


EQUIPMENT  superintendent,  experienced 
and  successful  on  maintenance  of  electric 
car  and  bus  equipment,  desires  to  change, 
can  get  you  the  desired  results ;  refer- 
ences. PW-106,  Electric  Railway  Journal, 
7    South  Dearborn   St.,   Chicago.   111. 


I  CAN  manage  your  street  railway  prop- 
erty regardless  of  location,  size  or  local 
difficulties.  PW-108,  Electric  Railway 
Journal,  Tenth  Ave.  at  36th  St.,  New 
York. 


SUPERINTENDENT  transportation,  broad 
experience,  proven  successful  record, 
street  railways  and  bus  transportation ; 
available  short  notice  :  high  grade  ref- 
erences. PW-109,  Electric  Railway  Jour- 
nal, Tenth  Ave.  at  36th  St..  New  York. 


WANTED — Position  as  manager,  general 
superintendent  or  M.  M.  of  electric 
railways.  Can  qualify  In  every  way. 
PW-99,  Electric  Railway  Journal, 
Guardian  Bldg.,  Cleveland,  Ohio. 


=  FOE  SALE 

MOTORS 

I  130  Westinshouse,  Type  514-C. 

i  Fine  condition.    Low  price. 

=  ELECTRIC  EQUIPMENT  CO. 

I  Commonwealth    Bldg:..    Philadelphia.    Pa. 

^■■lllllttl.HIIIII Uiilllllli,llllllii„lll>li„ll,„ 1, IIIIHIOIIII, ■„■„„. 

I  W hen  Writing 

\  Your  Ad 

i  Provide     an     indexing     or 

I  .■su&ject  word. 

I  Write  it  as  the  first  word 

I  of  your  ad. 

1  If  it  is  a  Position  Wanted 

I  or     Position     Vacant     ad, 

I  make    the    first    word    the 

I  kind  of  position  sought  or 

I  offered. 

I  This     will     assure     proper 

I  classification  in  the  column. 

I  The    right    is    reserved    to 

I  reject,    revise    or    properly 

1  classify    all    Want    Adver- 

I  tisements. 

I  Proper  Classification 

I  increases  the  possibility  of 


Prompt  Returns 


0301 


48' 


EXECTRIC  RAILWAY  JOURNAL 


May  12,  192 


WHAT  AND  WHERE  TO  BUY 

Equipment,  Apparatus  and  Supplies  Used  by  the  Electric   Railway  Industry 

with    Names    of    Manufacturers   and   Distributors   Advertising   in    this    Issue 

This  index  is  published  as  a  convenience  to  the  reader.    Every  care  is  taken  to  make  it 
accurate,  but  Electric  Bailway  Journal  assumes  no  responsibility  for  errors  or  omissions. 


Advertblnc,  Street  Car 

Collier.   Inc..   Barron   6, 
Air    Bralcefl 
General  Electric  Co. 
■Westingrhouse  Traction 

Brake  Co. 
Ajichors.  Ony 
Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Ohio    Brasb   Co. 
Westinghouse  E.  &  M    Co. 
Armamre  3hop  'foole 
Columbia   Machine    Works 
Elec,    Service    Supplies    Co. 
Automatic    Re^uiators, "Volt- 
age,   Current    &    Synchron- 
izing 
American   Brown-Boveri 

Electric  Corp. 
Aotomatio   Betnm   Bwiten 

Stands 
Bamapo  Ajax  Corp. 
Antomatlfl  Safety  Switeli 

Stands 
Bsmspo  A]az  Corp. 
Aziea 
Bemis  Car  Truck  Co. 
Bethlehem   Steel   Co. 
Brill  Co..  The  J.  Q. 
Cincinnati    Car  Co. 
Westinerhouse  E.  &  H.    Co, 
Babbitting  Devices 

Columbia   Machine    Works 
Badges  and  Buttons 
Elec,    Service    Supplies    Co. 
International  Cash   Register 

Co.,  The 
Batteries,    Dry 

Nicbols-Lintern  Co, 
Batteries,  Storage 

Electric  Storage  Battery  Co. 
Bearings,  Antl-Frlctlon 
rimken   Boiler  Bearing  Co. 

Bearings  and  Bearing  Metals 
Bemis   Car  Truck   Co. 
BrUi  Co..   The  J.  Q. 
Ctncinnati  Car  Co. 
Columbia  Machine   Works 
Westingbouse  E.  &  M.  Co. 
Bearings,    Center  and   Boiler 
Side 
Cincinnati  Car  Co, 
Columbia  Machine    Works 
Stucki  Co..  A. 
Bearings,  Roller 

Timken   Boiler  Bearing  Co. 
Bearings,  Thrnst 
Timken   Boiler  Bearing  Co. 
Bells  and  Boszers 
Consolidated    Car  Heating 
Co. 
Bells  and  Oongs 
Brill    Co.,    The  J.  G. 
Cincinnati  Car  Co. 
Columbia  Machine   Works 
Elec.  Service  Supplies  Co. 
Benders,    Ball 

Railway    Trackwork    Co. 
Body   Material,   Raskellto 
Plymetl 
Haskelite  Mfg.  Corp. 
Bodies.    Bos 
Brill  Co..  The  J.  Q. 
Graham  Bros. 
Lang  Body  Co. 
Boilers 
Babcock  A  Wlloox  Co. 
Bond    Testers 
American  Steel  tt  Wire  Co. 
electric  Service  Supplies  Co. 
Bonding     Apparatus 
American  Steel  A  Wire  Co, 
Elec.    Service    SuppHes   Ca 
Ohio  Brass  Co. 
Railway    Trackwork    Co. 
Una  Welding  &  Bonding  Ca 
Bonds,    Rail 

American  Steel  It  Wire  Co. 
Elec.  Service   S'upplies  Co, 
General   Electric  Co, 
Ohio  Brass  Co. 
Railway    Trackwork    Co. 
Dna  Welding  i  Bonding  Co. 
Westinghouse  E    *  H.  Co. 
Brackets     and     Cress     Anns 
(See     also     Poles,      Ties, 
Posts,  ete.) 
Columbia   Machine   Works 
Kec.    Ry,    Equipment    Co. 
Elec.   Service  Supplies  Co. 
General  Electric  Co. 
Ohio    Brass   Co. 
Brake  Adjusters 
Brill  Co.,  The  J.  6 
OuelmiaU  Car  Co. 


National  Ry.  Appliance  Co. 
Westinghouse   Tr.   Br.    Co. 

Brake  Shoes 
American  Brake  Shoe  & 
Foundry  Co, 
Bemis   Car   Truck   Co, 
Brill  Co..  The  J.  G. 
Brake  Testers 

National  By.  Appliance  Co. 
Brakes,    Brake   Systems    and 
Brake  Parts 
Bemis  Car  Truck  Co 
Brill   Co..   The  J.   G. 
Cincinnati  Car  Co. 
Columbia   Machine   Works 
General    Electric  Co. 
National   Brake   Co. 
Westinghouse   Tr.    Br.   Co. 
Brakes,  Magnetic  Rail 

Cincinnati  Car  Co. 
Brick,  Paving 
National    Paving    Brick 
Mfrs.   Assn. 
Brick,  Titrifled 
National    Paving    Brick 

Mfrs.    Assn. 
Bmshes,    Carbon 
General    Electric  Co 
Westinghouse  E.  St  M.  Co. 
Brnshholders 
Columbia   Machine    Works 
General  Electric  Co. 
Bulkheads 

Haskelite  Mlg.   Corp. 
Buses 

Graham  Bros. 
Buses,   Motor 
General  Electric  Co. 
Tellow  Truck  &.  Coach 
Mfg.  Co. 
Bos  Ughtlng 

National  Ry.  Appliance  Co. 
Bushings.    Case    Hardened 
and   Manganese 
Bemis  Car  Truck  Co. 
Brill   Co..   The  J.   G. 
Cincinnati  Car  Co. 
Columbia   Machine    Works 
Cables     (See    Wires    and 

Cables) 
Cambric    Tapes,   Tellow    and 
Black    Tarnish 
General  Electric  Co. 
Irvington    Varnish    h    Ins. 
Co. 

Carbon   Brushes    (See 

Bmshes,    Carbon) 
Car   Lighting   FIxtnres 

Elec.  Service   Supplies  Co. 
Car   Panel    Safety   Switches 

Consolidated    Car    Heating 
Co. 

Westinghouse  E.  *  H.  Co. 
Car  Steps,  Safety 

Cincinnati  Car  Co. 
Car  Wheels.  Boiled  Steel 

Bethlehem  Steel  Co, 
Cars,   Dump 

Brill    Co..   The   J.   G. 

Differential   Steel   Car   Co. 
Cars,  Oas-Eleetrie 

Brill  Co..   The  J.  O. 

General   Electric  Co. 

Westinghouse  B.  *  II.  Co. 
Cars.  Gas,   Rail 

Brill  Co..  The  J.  G. 
Cars,    Passenger,    Freight, 
Express,  ete. 

American  Car  Co, 

Brill  Co..  The  J,  O. 

Cincinnati   Car  (jo. 

Euhlman  Car  Co..  Q,  0. 

Wason   Mfg.  Co. 

Cars.    Sel'-Propelled 
Brill  Co  .  The  J.  Q. 

Castings,  Brass   Composition 
or  Copper 

Cincinnati  Car  Co. 
Columbia  Machine   Works 
Castings,    Gray    Iron    aad 

Steel 
American  Brake  Shoe  ft 

Foundry  Co. 
American  Steel  Foundries 
Bemis  Car  Truck  Co. 
Columbia   Machine    Works 
Standard  Steel  Works 
Castings,  Malleable 
Timken   Roller  Beannj  Co. 
Castings,  Malleable   A   Brass 
American  Brake  Shoe  ft 
Foundry  Co. 


Bemis    Car    Truck    Co. 
Columbia   Machine    Works 

Catchers  and   Betrievers. 

Trolley 
Elec,    Service    Supplies   Co. 
Ohio  Brass  Co. 

Ceiling    Car 

Haskelite  Mfg.   Corp, 

Ceilings  Plywood  Panels 

Haskelite  Mfg,   (3orp, 
Chairs,   Parlor  Car 
Heywood-Wakefleld   Co. 

Change  Carriers 

Cleveland    Fare    Box    Co. 
Electric  Service  Supplies  Co. 
Change  Trays 
Cincinnati  Car  Co. 

(^rcuit-Breakers 

American    Brown-Boveri 
Electric  Corp. 
General   Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Clamps    and    Connectors    for 
Wires    and    Cables 

Columbia   Machine    Works 
Elec.    Ry.    Eauipment    Co. 
Elec.    Service    Supplies    Co. 
Ohio  Brass  Co. 
Westinghouse  B,  Sc  M,  Co. 

Cleaners 
Oakite    Products,    Inc. 
Cleaners  and  Scrapers  Track 
(See      also      Snow-Flows, 
Sweepers  and  Brooms) 
Brill   Co..  The  J.  Q. 
Cincinnati    Car    Co. 

Coil  Banding  and  Winding 
Machines 

Columbia   Machine   Works 
Elec.    Service    Supplies    Co. 
Westinghouse  E.   &  M.   Co, 

Colls.  Armature  and  Field 

Columbia   Machine    Works 
General   Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Colls.   Choke  and   Kicking 

Elec.  Service   Supplies  Co. 
General  Electric  (jo. 
Westinghouse  E    ft  M.  Co. 

Coin   Changers 

Johnson  Fare  Box  Co. 

Coin   Connting   Machines 

Cleveland    Fare    Box    Co. 
International  Cash   Register 
Co.,  The 
Johnson  Fare  Box  Co. 

Oohi     Sorting    Machines 
Cleveland    Fare   Box    Co. 
Johnson  Fare  Box  Co. 

Coin  Wrappers 

Cleveland  Fare  Box  Co. 
Commutator    Slotters 

Columbia   Machine    Works 

Elec.    Service    Supplies    Co 

Westinghouse  E.   ft  M.   Co 
Oommutatwrs  or  Farts 

Columbia   Machine    Works 

(General   Electric  Co. 

Westinghouse  E.  ft  M.  Co. 
Compressors.   Air 

General  Electric  Co. 

Westinghouse  Tr.  Br.  Co. 
Condensers 

(General   Electric  Co. 

Westinghouse  B.  ft  M.  Co. 
Condenser  Papers 

Irvington    ▼smish    ft   Ins. 
Co. 

Connectors,    Solderless 

Westinghouse  E.  ft  M.  Co. 
Connectors,  Trailer  Car 

Columbia  Machine    Works 
Consolidated  Car   Heating 

Co. 
Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 

Controllers    or   Parts  ^ 

Columbia  Machine  ^orks 

General   Electric  Co. 

Westinghouse  B,  ft  U.  Co, 
Controller     Regnlators 

Elec.  Service  Supplies  Co. 
Controlling    Systems 

(General    Electric   Co. 

Westinghouse  E.  ft  M.  Co. 
Converters.   Rotary 

(General    Elect  ric   Co 

Westinghouse  E.  ft  M    Co.    ' 


Copper  Wire 

American    Brass   Co 
American  Steel  ft  Wire  Co. 
Anaconda    Copper    Mining 
Co. 
Copper      Wire      instruments, 
Measuring.      Testing      and 
Recording 
American    Brass    Co. 
Anaconda  Copper  Mining  Co. 
Cord,    Bell,    Trolley.    Register 
American  Steel  &  Wire  Co. 
Brill  Co..  The  J.  G. 
Elec.  Service  Supplies  Co. 
International  Cash   Register 

Co.,  The 
Boebllng's  Sons  Co,,  John  A. 

Cord   Connectors   and 
Couplers 

Elec.  Service   Supplies  Co, 

Conolers,  Car 

American  Steel  Foundries 
Brill  Co..  The  J.  G, 
Cincinnati    Car    Co. 
Ohio  Brass  Co. 
Westinghouse  Traction 
Brake  Co. 

Cowl    Ventilators 
Nlchols-Llntern   Co. 

Cranes,  Hoists  ft  Lifts 

Electric  Service  Supplies  Co. 

Cross  Arms    (See  Brackets) 

Crossing  Foundations 

International  Steel  Tie  Co, 

Crossings 
Ramapo  Ajax  Corp, 
Wm.  Wharton.  Jr.  ft  Co, 

Crossings,  Frogs  ft  Switches 
Ramapo  Alax  Corp, 
Wm,  Wharton.  Jr.  ft  Co. 

Crossings.  Manganese 

Bethlehem  Steel  Co. 
Ramapo  Aiax  Corp. 
Wm.  Wharton.  Jr.  ft  Co. 

crossings.  Track    (Bee  iTsek 
Special  Work) 

Crossings,  Trolley 

General  Electric  Co. 

Ohio  Brass  Co. 

Westinghouse   E,  ft  M,  Co. 
Curtains  ft  Curtain  Fixtures 

Brill  Co.,  The  J,  G. 

Catting  Apparatus 

General   Electric  Co, 
Railway  Trackwork  Co, 
TJna  Welding  ft  Bonding  Co, 
Westinghouse    Electrical    ft 

Mfg,  Co, 
Dealer's  Machinery  ft  Second 

Hand  Eqnipment 
Electric  Equipment  Co. 

Derailing   Devices     (See    also 
Track   Work) 

Derailing  Switches 
Ramapo  Ajax  Corp, 

Destination  Signs 
Columbia  Machine   Works 
Elec.  Service  Supplies  Co. 

Detective  Service 

Wish-Service,   P.   Edward 

Door  Operating  Devices 

Brill   Co..  The  J.  G. 
Cincinnati  Car  Co. 
Consolidated  Car  Heating  Co. 
National  Ftaeumatlc  Co, 

Doors  ft  Door  FIxtnres 

Brill   Co,.  The  J    G, 
Cincinnati  Car  Co, 
Hale-Kllbum  Co. 

Doars.  Folding  TestlbUv 
National  Pneumatic  Co. 

Drills.    Track 
American  Steel  ft  Wire  Oo. 
Electric  Service  Supplies  Co 
Ohio  Brass  Co. 


Dryers,  Sand 
Electric  Service  Supplies  Co. 
Ohio  Brass  Co. 
Westinghouse  B.  ft  M.  Co. 

Bars 

Columbia   Machine    Works 
Electric  Service  Supplies  <!o. 
General  Electric  Co, 
Ohio  Brass  Co, 
Westlna-hnnrie  B,  ft  II,  Oo. 


Electric  Grinders 

Railway  Trackwork  Co, 
Electric    Rivet    Heaters 

American  Car  &  Foundry 
Motors  Corp, 

Electrical  Wires  and  Cable 
American  Steel  ft  Wire  C( 
John  A.  Roebling's  Sons  Ct 

Electrodes.  Carbon 
Railway  Trackwork  Co. 
Una  Welding  ft  Bonding  C( 

Electrodes,  Steel 

Railway  Trackwork  Co. 
Una  Welding  ft  Bonding  Ci 

Engfneers,    Consulting.    Coi 
tractlng   and    Operating 

Beeler.  John  A. 
H.  M.  BVllesby  Co. 
Day    ft    Zimmermann.    Inc 
Faile  ft  Co.,  E.  H. 
Ford.  Bacon  ft  Davis 
Hemphill  ft  Wells 
Hoist,  Engelhardt  W. 
Jackson,    Walter 
Eelker  ft  DeLeuw 
McClellan  ft  Junkersfeld 
Richey.  Albert  S. 
Sanderson  ft  Porter 
Stevens  &  Wood 
Stone  ft  Webster  Co. 
White  Eng    Corp..  The  J.  « 

Engines,  Gas,  Oil  or  Stean 
Westinghouse  E.    ft  It.  Co 

Exterior  Side  Panels 
Haskelite  Mfg,  Corp. 

Fare  Boxes 

Cleveland  Fare  Box  (^, 
Johnson  Fare  Box  Co. 
Ohmer  Fare  Register  Co. 
Perey  Mfg,  Co, 

Fare  Registers 

Electric  Service  Supplies  Co 
Johnson  Fare  Box  Co. 
Ohmer  Fare  Register  Co. 

Fences,  Woven  Wire  A  FenM 
Posts 

American  Steel  ft  Wire  Co 
Fenders  and  Wheel  Guards 

Brill  Co.,   The  J,  G, 
Cincinnati  Car  Co. 
Star  Brass  Works 

Fibre  and  Fibre  Tnblnc 
Westinghouse  B.  ft  M,  Co, 

Field  CoUs  (See  Colls) 

Floodlights 

Electric  Service  Supplies  Oo 
General  Electric  Co. 

Floor,   Sub 
Haskelite  Mfg.   Corp. 

Floors 
Haskelite  Mfg,   Corp, 

Forglngs 

Brill  Co..  The  J.  O. 

Cincinnati  Car  Co, 

Standard  Steel  Works 
Frogs  ft  Crossings.  Tee  BsJI 

Bethlehem  Steel  Co, 

Lorain  Steel  Co. 

Ramapo  Ajax   Corp. 

Wm.  Wharton,  Jr.  ft  Co, 

Frogs,  Track  (See  Track 
Work) 

Frogs.    Trolley 

Electric  Service  Supplies  Oo 

General  Electric  Co. 

Ohio  Brass  Co. 

Westliurhouse  E.  ft  M,  Co 
Furnaces,  Electric 

American    Brown-Boveri 

Electric  Corp. 
Fnses  and  Fuse  Boxes 

Columbia   Machine   Works 

Consolidated  Car  Heating TJo. 

General  Electric  Co. 

Westinghouse  E.  ft  M.  Co. 
Gas  Electrlo  Drive  for  Buses 

General  Electric  Co. 


Gaskets 

Westinghouse  Tr.  Br.  Co. 
Gasoline 

Tcx.i8  Co..   Tho 

Gas  Producers 
Westinghouse  B.  ft  If.  Oo 

Gates,  Oar 
Brill  Co..  The  J.  O. 
Cincinnati  Car  Oo. 
(Continued  on  page  50) 


May  12,  1928 


ELECTRIC  RAILWAY  JOURNAL 


49 


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"The  Standard  for  Rubber  Insulation" 

INSULATED  WIRES 
and  CABLES 

"Okonite,"  "Manson,"  and  Dundee  "A"  "B"  Tapes 

Send  for  Handbook 

The  Okonite  Company 

The  Okonite-Callender  Cable  Company,  Inc. 

Factories,  Passaic,  N.  J.  Paterson,  N.  J. 

Sales    Offices:     New  York     Chicago     Plttsbur^li     St.  Louis     Atlanta 

Birmingham    San  Francisco    Lob  Angeles    Seattle 

Pettlngall-AndrewB    Co.,    Boston,    Mass. 

F.  D.   Lawrence  Electric  Co.,  Cincinnati,  O. 

Novelty  Electric   Co..    Phlla.,   Pa.  

Cut.    Rep.:   Entineerinc   Materials   Limited,    Montreal. 
Cuban    Rep.:    Victor    O.    Mendoza    Co.,    Havana. 
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Lorain  Special  Trackwork    | 
Girder  Rails 

Electrically  Welded  Joints 
THE  LORAIN  STEEL  COMPANY 

Johnstown,  Pa. 
Salem  OfRcee: 

Atlanta  Chicago  Cleveland  New  York 

Piladelphia  Pittsburgh  Dallas 

Pacific    Coast   Representative: 

United  States  Steel  Products  Company 

Los  Angeles  Portland  San  Francisco  Seattle     i 

Export  Representative:  = 

United  States  Steel  Products   Company,  New  York,   N.  Y.  I 

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Arc  Weld 


Rail  Bonds 


I  AND  ALL  OTHER  TYPES  | 

I  Descriptive  Catalogue  Furnished  | 

I  American  Steel  8C  Wire  Company  | 

-  ESI*'*""'  "^'^  TOBK,   BOSTON,   CLEVELAND,    WOBCESTEB    PHILADBL-  1 

-  ESJ-4;_i''^''8^''"°H.  BUFFALO,  DETBOIT,  CINCINNATI,  BALTIMORB,  = 
i  J^nJCBS-BABRB,  ST  L0CI8,  KANSAS  CITY,  ST.  PAUL,  OKLAHOMA  CITY.  = 
I  BIBUINOHAM,  MEMPHIS.  DALLAS.  ATLANTA,  DENVER,  SALT  LAKE  CITI  = 
I  EXPORT  BEPBBSBNTATIVE:  O.  S.  STEEL  PRODUCTS  CO.,  NEW  YORK  = 
=  PACIFIC  COAST  BEPBBSBNTATIVE:  D.  S.  STEEL  PRODUCTS  COMPANY,  = 
I  SAN  FBANCI8C0,  LOS  ANGELES,  PORTLAND,  SEATTLE.  | 
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miinriniiiiiiiiiiiiiiiiiijiiiiiiiiiiiiimiiiniiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiinn jiiiiiiiiniiiiidiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii 


Boyerized  Parts: 


Brske  Pins 
Brake    Hangers 
Brake  Levers 
Pedestal   Gibs 
Brake  Fulcrums 
Tumbuckles 

Case  Hardened  Bushings 
Center  Bearings 
Side   Bearings 


S|)rlne   Post  Biislilngs 
Spring  Posts 
Bolster  and  Transom 

dialing  Platea 
Miinganese  Brake  Heads 
Manganese  Truck  Parts 
Forgings 
Bronze  Bearings 
McArtliur   TurnbuL-kles 


Trolley  Pins 
Can    be    purchased    througti    tlie    rullowinc 
representatives: 
P  F.  Bodler. 

903    Monadnocb  Bldg.,   San  Franclsto.   Cal. 
W.    F.    McKenney. 

5  4  First  Street,  Portland,  Oregon.  _ 

J.  H.  Denton.  S 

1328   Broadway,  New  York  City,  N.   T.  I 

A.  W.  Artio.  I 

519   Delta  Bldg.,   Los  Angeles,   CaL  = 

Betnis   Car   Truck   Company  | 

Springfield,  Mass.  | 

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STUCKI    I 

SIDE      I 

BEARINGS  I 


A.  STUCKI  CO.  I 

OUvor  Bldg.       I 

Pittsburgh,    Pa.  1 

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I    Let  the 
I  Passenger 
Audit 


sttii*^ 


Company 


<^«icf« 


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I   pr^T  T\  CAR  HEATING  ac  LIGHTING  CO.   |    | 
I    yjyfLiU  220  36th  St.,  Brooklyn,  N.  Y.  |     | 


WITH    OPEN    COIL   OR 
ENCLOSED  ELEMENTS 


I        ELECTRIC  HEATERS 

I     THERMOSTAT  CONTROL— VENTILATORS     | 

I  WRITE  FOR  NEW  CATALOGUE  | 

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I  Your  Name  I 

I  in  this  space  in  all  issues  where  larger  I 

I  display  space  is  not  used  backs  up  your  I 

I  advertising    campaign    and    keeps    your  | 

I  name  in  the  classified  section.  | 

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An    instantaneous    audit    by    the    passenger    of  I 

NICKELS,  DIMES,  QUARTERS,  METAL  j 

I         TICKETS  in  various  combinations.  | 

I  PORTABLE— STATIONARY    or    ELECTRIC— Posi-  | 

I  tive  at-the-source  protection  for  your  revenue.  | 

I  Money-Meters,  Inc.     '^^TZZ  B^st.,"^  I 

I  3209  Book  Tower,  Detroit,  Mich.  | 

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i 


RAIL  JOINTS 


DYNAMOTORS 
WELDING  ROD 


Electrical  Wires  &  Cables 

John  A.  Roebling's  Sons  Co.  Trenton,  N.  J. 

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I  ^\  lllllllllllj^  Car  Heating  and  Ventilating         | 


UNA.  Welding  &  Bonding  Co. 

Cleveland.  Ohio 


PS 


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J     I 


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— are  no  longer  operating  problems.  We  can  show  you 
how  to  take  care  of  both  with  one  equipment.  The  Peter 
Smith  Forced  Ventilation  Hot  Air  Heater  wtU  save,  U 
addition,  40%  to  60%  of  the  cost  of  any  other  car  heat- 
ing   and   ventilating    system.      Write   for   details. 

The  Peter  Smith  Heater  Company 
6209  Hamilton  Ave.,  Detroit,  Mich. 


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50 


ELECTRIC  RAILV/AY  JOURNAL 


May  12,  1928 


Gear  Blanks 
Brill  Co..  The  J.  G. 
Standard  Steel  Worki 

Gear    Cases 

ChilliiiBworth  Mfg.   Co. 
Columbia   Machine    Works 
£leLarli:  Servit-e  &uPDlieB  ou 
WestiDKhouse  £.  &  M.  Co. 
Gears  and  Pinions 
Bemis  Car  Truck  Co. 
Columbia   Machine    Works 
Electric  Service  auppUea  v>^* 
General  Electric  Co. 
Nat  1   Vis.  Appliance  Co. 
Nuttall  &  Co..  R.  D. 

Gfnenilors 

American    Brown-Boveri 
Electric  Corp. 
General   Electric  Co. 
WestiuEhouse  E.  *  U.  Co. 
Girder  Ralls 
Bethlehem  Steel  Co. 
Lcain  Steel  Co. 
Goncs  <See  Bells  and  Goncs) 
Grease 

Texas  Co. 
Grinders  and  Grinding; 
Supplies 
Metal  &  Thermit  Corp. 
Grinders,   Portable 

Railway  Trackwork  Co. 
Grinders.  Portable  Bleetrle 

Railway   Trackwork  Co. 
Orindine    Bricks   and    Wheels 

Railway  Trackwork  Co. 
Gaard  Bail  Clamps 
Lorain   Steel  Co. 
Ramapu    Ajax    Corp. 
Gnard  Ralls,  Tee  Rail  A 
Manganese 
Ramapo    Ajax    Corp. 
Wm.  Wharton.  Jr.  A  Co. 

Guards,   Trolley 

Elec.    Service   Supplies   Co. 

Ohio    Brass    Co. 
Harps.    Trolley 

Columbia   Machine    Works 

Elec.    Service   Supplies   C^. 

Nuttall  &  Co.,  R.  D. 

Ohio  Brass  Co. 

Star   Brass    Works 
Bendlights 

Elec.   Service   Supplies   Co. 

Oeneral     Electric    r.- 

Guide  Motor  Lamp  Mfg.  Co. 

Ohio    Brass   Co. 
Headlining 

Columbia   Machine    Works 

Haskelite   Mfg.    Corp. 
Heaters,   Bos 

Nichols-Llutern  Co. 
Heaters,   Car    (Blertrle) 
Consolidated  Car  Heating  Co. 

Gold  Car   Heat.  It  Ltg.  Co. 

Railway   Utility  Co. 

Smith    Heater    Co..    Peter 
Heaters,  Car,  Hot  Air  and 
Water 

Smith  Heater  Co.,  Peter 

Heaters,   Car   Stove 

Smith    Heater   Co  .    Peter 
Heaters,  Electric  Rivet 

American    Car    &    Foundry 
Motors  Corp. 

Helmets.  Welding 

Railway   Trackwork    Co. 

Una  Welding  &  Bonding  Co. 
Hoists  &  Lifts 

Columbia   Machine    Works 
Hose,    Bridges 

Ohio   Brass  Co. 

Hose,  Pneamatie 

Westinghouse    Traction 
Brake  Co. 
iDStruments,     Measuring, 
Testing   and    Recording 
American  Steel  &  Wire  Co, 
General    Electric    Co. 
National  Ry.  Appliance  Co. 
Westinghouse  E.  &  M.  Co. 
Inanlatlng  Cloth,   Paper   and 
Tape 
General    Electric   Co. 
Ii^ington  Varnish  &  Ins. 

Co. 
Okonite  Co. 

Okonite-Callender  Cable   Co. 
Westinghouse  E.  &  M.  Co. 
Inanlating   Silk 
Irvington  Varnish  A  Ins. 
Co. 
Insulating  Tamlslies 
Irvington  Varnish  A  Ins. 
Oe. 
Insnlation    (See  also  Paints) 
Electric  Ry.  Equipment  Co. 
Elec.    Service   Supplies   Co. 
Irvington  Varnish  *  Ins. 

Co. 
Okonite  Co. 

Okonite-Callender  Cable  Co. 
Westinehouse  E.  *  M.  Co. 
Insnlation  Slots 
Irvington  Varnish  A  Ins. 
Co 


Insulator  Pins 

Elec.    Service   Supplies   Co. 
Ohio  Brass  Co. 

insalutors    (See  also  Line 
Materials) 
Elec.  Ry.  Equipment  Co. 
Elec.  Service   Supplies  Co. 
General   Electric   Co. 
Irvington  Varnish  A  Ins. 

Co.    ^ 
Ohio   Brass  Co. 
Westinghouse  E.  A  M.  Co. 
Interior   Side    Linings 

Haskelite  Mfg.   Corp. 
lacks   (See  ul»u  Cranes, 
Hoists  and   Lifts) 
Columbia   Machine   Works 
Elec.   Service   Supplies  Co. 
lotnts.    Rail 

(See  Ball  Joints) 
lonrnal  Boxes 
Bemis  Car  Truck  Ck). 
Brill  Co..  The  J.  0. 
Cancinnatl  Car  Co. 
LAmp  Gnards  and  Fixtures 
Elec.  Service  Supplies  Co. 
Westinghouse  E.  &  M.  Co. 
Lamps,    Arc    &    Incandeseent 

(See  also  Headlights) 
General  Electric  Co. 
Westinghouse  E.  A  M.  Co. 
Lamps,  Signal  and  Marker 
Elec,   Service   Supplies  Co. 
Nichols-Lintem  Co. 
Lanterns.  Classifleation 
Nichols-Lintem  Co. 
Letter    Boards 
Cincinnati   Car  Co. 
Haskelite  Mfg.   Corp. 
Lighting    Fixtures 
Guide  Motor  Lamp  Mfg.  Co. 
Lighting  Fixtures,  Interior 
Electric  Service  Supplies 
Co. 
Lightning  Protection 
Elec.    Service    Supplies   Co. 
General    Electric   Co. 
Westinghouse  E.  A  M.  Co. 
Line  Material   (See  also 
Brackets,   Insulators, 
Wires,   etc.) 
Electric   Ry.   Equipment  Co. 
Elec.   Service   Supplies  Co. 
General    Electric   (^o. 
Ohio    Brass   Co. 
Westinghouse  E.  A  M.  Co. 
Locking  Spring  Boxes 
Lorain  Steel  Co. 
W'm.    Wharton,   Jr.    A   Co. 
Locomotives,    Diesel    Electric 
American    Brown-Boveri 
Electric   Corp. 
Locuniiilivex.     KIprtrIc 
American    Brown-Boveri 
f^lectric  Corp. 
Cincinnati  Car  Co. 
(Jeneral  Electric  Co. 
Westinghouse  E.  A  J£.  Co. 
Lubricants 
Texas  Co. 
Lnbricating  Engineers 

Universal    Lubricating    Co. 
Lubricants,  Oil  and  Grease 

Universal    Lubricating    Co. 
Manganese   Parts 

^mis  Car  Truck  Co. 
Manganese  Steel  Gnard  Balls 
Ramapn    Ajax   Corp. 
Wm.   Wharton  Jr    A  Co. 
Manganese    Steel    Castings 
Lorain  Steel  Co. 
.Manganese    Steel,    Special 
Track   Work 
Bethlehem    Steel   Co. 
Wm.  Wharton.  Jr.  A  Co. 
Manganese  Steel  Switches, 
Frogs   and   Crossings 
Bethlehem   Steel  Co. 
Lorain  Steel  Co. 
Ramapo    Ajax   Corp. 
Wm.  Wharton,  Jr.  A  Co. 
Mirrors,  inside  A  Oatslde 

Cincinnati  Car  Co. 
Motor  Bases    (See  Buses) 
Motors,   Electric 
General    Electric   Co. 
Wpstinfrhouse   E.   &   M.  Co 
Motor,  Generators  A  Controls 
for   Electric   Bases 
General  Electric  Co. 
.Motor,  Generator  Sets 
American    Brown-Boveri 
Eleetrir-  Corp. 
Hotdrmiin's    Seats 
Brill   Co..   The   J,    Q. 
Cincinnati  Car  Co. 
Elec.   Service  Supplies  Co. 
Heywood-Wakefleld  Co. 
Nats  and  Dolts 
Bemla  Car  Truck  Co. 
Cincinnati  Car  Co. 
Oil 
Texas  Co. 

Omnlbases    (See  Bnses) 
Oxy-Aietylene   (See  CatUne 

Apparatus) 
Packing 
Westinghouse  Traction 
Brake  Co. 


Paints    and    Tarnishes 
(insulating) 
Elec.   Service  Supplies  Co. 
Irvington  Varnish  &  Ins. 
Co. 

Faints  &  Tarnishes,  Railway 
National  By.  Appliance  Co. 
Panels,  Outside,  Inside 
Haskelite  Mfg.   Corp. 
Paving  Materials,  Titrifled 
Brick 
National    Paving    Brick 
Mfrs.   Assn. 
Pickup,  Trolley  Wire 
Elec.    Service    Supplies    Co. 
Ohio  Brass  Co. 
Pinion  Pollers 

Elec.  Service  Supplies  Co. 
Pinions    (See   (^ears) 
Pins,  Case  Hardened,  Wood 
and    Iron 
Ohio  Brass  Co. 
Westinghouse  Traction 
Brake  Co. 

Pipe  Fittings 

Standard   Steel   Works 

Westinghouse  Tr.  Brake  Co. 
Planers  (See  Macklne  Tools) 
Plates  for  Tee  Rail  Switches 

Ramapo   Ajax  Corp. 
Pliers,  Rubber  Insulated 

Elec.    Service    Supplies   Co. 

Plywood   Roofs,   Headlinings, 
Floors,    Interior    Panels, 
Bulkheads.  Truss   Planks 

Haskelite   Mfg.   Corp. 
Pole  Line   Hardware 

Bethlehem   Steel    Co 

Elec.   Service   Supplies  Co. 

General  Electric  Co. 

Ohio    Brass   Co. 
Poles,    Metal   Street 

Elec.  Ry.   Equipment  Co. 
Poles,   Ties,   Posts,   Filing  A 
Lumber 

B"en    Lumber  Co. 

J.  F.  Prettyman  A  Son 
Poles  and  Ties,  Treated 

B'ell    Lumber  Co. 

J.  F.  Prettyman  A  Son 
Poles,  Trolley 

Elec.    Service   Supplies   Co. 

Nuttall  &  Co.,   R.  D. 
Poles,  Tnbniar  Steel 

Elec.    Ry.    Equipment   Co. 

Elec.  Service  Supplies  Co. 
Portable   Grinders 

Railway  Trackwork  Co. 
Potheads 

Okonite    Co. 

Okonite-Callender  Cable  Co,. 
Inc, 
Power    Saving    Devices 

National  Ry,  Appliance  Co. 
Pressings,  Special  Steel 

Cincinnati  Car  Co. 

Pressure  Regulators 

General    Electric    Co. 

Westinghouse  G.  A  M.  Co. 

Westinghouse    Traction 
Brake  Co. 
Pnnches,  Ticket 

International  Cash   Register 
Co..  The 
Rail    Braces    and    Fastenings 

Ramapo   Ajax  Corp. 
Bail  Filler 

Carey  Co..  The  Philip 
Bail  Grinders  (See  Grinders) 
Rail  Joints 

Rail  Joint  Co. 
Rail  Joints,  Welded 

Lorain  Steel  Co. 

Metal  &  Thermit  Corp. 
Rail   Welding 

Metal  &  Thermit  Corp. 

Railway   Trackwork    Co. 

Una  Welding  A  Bonding  Co. 
Raila,   Relaying 

Foster  &  Co.,  L.  B. 
RhMb.  Kteel 

Poster  &  Co..  L.  B. 
Railway  Safety  Switches 

Consolidated  Car  Heating 
Co. 

Westinghouse  E.   A  M.  Co. 

Rattan 

Brill  Co..  The  J.  G. 

Elec.   Service  Supplies  Co. 

Hale-Kilburn  Co. 
Rattan  Car  Seat,  Webbing 

Heywood-Wakefleld    Co. 
Rectifiers,  Mercury  Arc 
Power 

American    Brown-Boveri 
Electric  Corp. 
Registers  and    Fittings 

Brill  Co.,  The  J.  G. 

Cincinnati  Car  Co. 

Elec.  Service  Supplies  Co. 

International  Cash  Register 
Co..  The 

Money  Meters.  Inc. 

Ohmer  Fare  Register  Co. 


Reinforcement,   Concrete 
American  Steel  A  Wire  Co. 
Bethlehem    Steel   Co. 
Carnegie   Steel  Co. 

Repair  Shop  Appliances   (See 
also    Coil    Banding   and 
Winding   Machines) 
Elec.  Service  Supplies  Co. 

Repair  Work    (See  also 
Coils) 
Westinghouse  E.  A  M.  Co. 

Repiacers,   Car 
Cincinnati  Car  Co. 
Elec.  Service  Supplies  (3o. 

Resistances 
Consolidated  Car  Heating 
Co. 
General  Electric  Co. 

Resistance,  Wire  and  Tnbe 

Westinghousb  E.  A  M.  Co. 

Retrievers,  Trolley   (See 
Catchers  and  Retrievers 
TroUey) 

Rheostats 

General   Electric  Co. 

Westinghouse  E.  A  M.  Co. 
Rivet  Heaters,  Electric 

American    Car   &  Foundry 
Motors   Corp. 
Roof   Covering 

Chase  &  Co..  L.  C. 
Roofing,   Car 

Haskelite  Mfg,   Corp. 
Roofs,  Car  and  Bus 

Haskelite  Mfg.   Corp. 
Sanders,    Track 

Brill  Co.,  The  J.  G. 

Elec.   Service   Supplies  Co. 

Nichols-Lintem  Co. 

Ohio   Brass  Co. 
Sash  Fixtures,  Car 

Brill  Co.,  The  J.  G. 

Cincinnati  Car  Co. 
Sash.  Metal  Car  Window 

Hale-Kilburn    Co. 

Scrapers,   Track    (See   Clean- 
ers  and    Scrapers,    Track) 
Screw  Drivers,    Robber 
Insulated 
Elec.  Service  Supplies  Co. 
Seating  Materials 
Brill    Co.,    The   J.    Q. 
Haskelite  Mfg.   Corp. 
Heywood-Wakefleld   Co. 

Seats,   Bus 

Brill  Co..  The  J.  G. 

Hale-Kilburn    Cu. 

Heywood-Wakefleld  Co. 
Seats,  Car   (See  also  Rattan) 

Brill    Co..   The   J.   G. 

Cincinnati  Car  Co. 

Hale-Kilburn    Co, 

Heywood-Wakefleld   Co. 

Sernnd   Hand   Equipment 

Electric  Equipment  Co. 
Shades,    Testlbule 

Brill    Co..    The    J.    G. 

Cincinnati  Car  (^o. 
Shovels 

Brill  Co.,  The  J.  Q. 

Shovels,  Power 

Brill  Co..  The  J.  G. 
Side  Bearings    (See  Bearings 
Center   and    Bide) 

Signals,    Car   Starting 
Consolidated    Car    Heatlor 
Co. 

Elec.  Service  Supplies  Co. 
Nal;;--'   Pneumatic  Co. 

Signals,   Indicating 

Nlchols-Lintern  Co. 
Signal    Systems,    Block 

Elec.   Service   Supplies  Co. 

Nachod  and   United  States 
Electric  Signal  Co. 
Signal  Systems,  Highway 
Crossing 

Nachod  and  United  States. 
Electric   Signal   Co. 
Slack    Adjusters    (See   Brake 

Adjusters) 
Sleet  Wheels  and  Cotters 

Cincinnati  Car  Co. 

Columbia   Machine   Works 

Elec.   Ry.   Equipment  Co. 

Elec.    Service  Supplies  Co. 

Nuttall  &  Co..  R.  D. 
Smokestacks,    Car 

Nlchols-Lintern    Co. 
Snow    Plows 

National  Ry.  Appliance  Co. 
Snow-Plows,  Sweepers  and 
Brooms 

Brill   Co.,   The   J,   G. 

Columbia  Machine  Works 
Snow  Sweeper,  Rattan 

J.  G.  Brill  Co. 

Heywood-Wakefleld  Co. 

Soldering   and   Brazing 
Apparatos  (See  Weldtnt 
Processes   and   Apparatos) 


Special    Adhesive    Papers 
Irvington   Varnish   A   Ins. 
Co. 

Special   Trackwork 

Bethlehem  Steel  Co. 

Lorain    Steel    Co. 

Wm.  Wharton,  Jr.  A  Co. 
Spikes 

American  Steel  A  Wire  Co. 
Splicing  Compounds 

Westinghouse  E.  A  M.  Co. 
Splicing  Sleeves    (See  Clamp* 

and   Connectors) 
Springs 

National  Ry.  Appliance  Co. 
Springs,   Car  and   Truck 

American  Steel  Foundries 

American  Steel  A  Wire  Co. 

Bemis   Car  Truck   Co. 

Brill   Co.,   The  J.   G. 

Cincinnati  Car  Co. 

Standard  Steel  Works 
Sprinklers,    Track    and    Boad 

Brill  Co..  The  J    Q. 
Steel,  Electric  Furnace 

Timken   Roller  Bearins  Co. 
Steel,  Open  Hearth 

Timken   Roller  Bearing  Co. 
Steel  and   Steel  Products 

American  Steel  A  Wire  Co. 
Steps,    Car 

Brill    Co..    The    J.    Q. 

Cincinnati  Car  Co. 

Stokers,  Mechanical 

Babcock    &    Wilcox   Co. 
Westinghouse  E.  A  M.  Co. 
Stop  Signals 

Kichols-Lintern  Co. 
Storage    Batteries    (See    Bat- 
teries,   Storage) 
Strain   Insulators 
Elec.    Service    Supplies    Co. 
General  Electric  Co. 
Ohio    Br.-iBs   Co. 
Westinghouse  E.  A  M.  Co. 
Strand 
American  Steel  A  Wire  Co. 
Roebling's  Sons  Co..  J.  A. 
Street   Cars    (See   Cars, 
Passenger,   Freight, 
Express) 
Structural  Steel 
American    Brown-Boveri 
Electric  Corp. 
Superheaters 
Babcock   A   Wilcox   Co. 
Sweepers,    Snow    (See    Snow 
Plows,    Sweepers    and 
Brooms) 

Switches 

American    Brown-Boveri 
Electric  Corp. 
General  Electric  Co. 

Switch   Stands   and   Fixtures 

Kamapo-Ajax  Corp. 
Switches,  Selector 

Nichols-Llntern  Co. 
Switches    and    Switchboards 
Consolidated  Car  Heating 

Co. 
Elec.   Service  Supplies  Co. 
Westinghouse  E.  A  M.  Co. 
Switches,   Tee    Rail 
Ramapo-Ajax    Corp. 
Switches,  Track    (See  Track 

Special    Work 
Tampers,    Tie 

Railway  Trackwork  Co. 
Tapes  and  Cloths    (See  Insa. 
lating  'Cloth,   Paper   and 
Tape) 
Tee  Rail  Special  Track  Work 
Lorain  Steel  Co. 
Ramapo-Ajax   florp. 
Telephones  and  Parts 

Elec.    Service   Supplies   Co. 
Telephone  A  Telegraph  Wire 
American  Steel  A  Wire  Co. 
John  A.  Roeblings  Sons  Co. 
Testing       Instruments       (See 
InHtrnmentfl,       Measorlnc. 
Testing,  etc.) 
Thermostfifs 
ConBoUdated  Car  Heating 

Co. 
Gold  Car  Heating  &  Light- 
ing Co. 
Railway  Utility  Co. 
Smith  Heater  Co..  Peter 
Ticket    Choppers   and 
Destroyers 
Elec.    Service    Supplies    Co 
Ties.   Mechanical 

D.'iyton   Mechanical   Tie  Co. 
Ties  and  Tie  Bods.  Steel 

international  Steel  Tie  Co. 
Ties,  Wood  Cross  (See  Poles, 

Ties,    Posts,    etc.) 
Tires 
Goodrich  Rubber  Co. 
Tokens 

Johnson  Fare  Box  Go. 
Tongue  Switches 
Wm.  Wharton.  Jr.  A  Co. 

(Continued  on  page  52) 


May  12,1928 


ELECTRIC  RAILWAY  JOURNAL 


51 


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i  The  DIFFERENTIAL  CAR  | 


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THE  WORLD'S  STANDARD 


Standard  on  |  | 

60  Railways  for  |  | 

Track  Maintenance  |  = 

Track  Construction  §  i 

Ash  Disposal  =  i 

Coal  Hauling  =  = 

Concrete  Materials  =  = 

Waste  Handling  =  i 

Excavated  Materials  =  | 

Hauling  Cross  Ties  =  | 

Snow  Disposal  =  | 

Use  These  Labor  Savers  =  = 


''IRYINGTON 


nn 


Black 
Varnished  Silk, 


and 
Varnished  Cambric, 


Yellow  I 

Varnished  Paper  1 

Irv-O-Slot  Insulation  Flexible  Varnished  Tubing  i 

Insulating   Varnishes   and   Compounds  = 


i                                                       Differential  Crane  Car  = 

i                                                     Clarlc   Concrete  Breaker  = 

=                                       Differential   3-way  Auto   Truck  Body  = 

I  Differential    Car   Wheel   Truck   and   Tractor  = 

I        THE  DIFFERENTIAL  STEEL  CAR  CO.,  Findlay,  O.        | 

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Irvington  Varnish  8C  Insulator  Co. 

Irvington,  N.  J. 
Sales  Representatives: 

I  Mitchell-Rand  Kfg.  Co.,  N.  Y.       Prehler  Brothers  Inc..  Chicago 

I  E.  M.  Wolcott.  Bochester  White  Supply  Co.,  St.  Lout*  = 

=  I.  W.  Levine.  Montreal  Clapp  &  LaMoree,  Los  Anjelen  = 

=  A.  L.  Gillies.  Toronto  Martin  Woodard.  Seattle  i 

I  Consumers'  Rubber  Co.,  Cleveland  = 

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^BBSI 


We  make  a  specialty  of 

ELECTRIC  RAILWAY 
LUBRICATION 

We  solicit  a  test  of  TULC 

on  your  equipment 

The  Universal  Lubricating  Co. 

CleTeland.  Ohio 

Chicaro    RepreMntatlveir:    JuneaoD-BOH    Companr. 

•tram   Bldg. 

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I              WHARTON  I 

I   1894                             TisCO                             1928  j 

I         SPECIAL  TRACKWORK  | 

I      Manganese    Steel    in    Trackwork,    originated  i 

I      by   Wharton   over   thirty-four   years   ago,    is  | 

I      still  the  metal  par  excellence  for  this  purpose.  I 

I         WM.  WHARTON  JR.  &  CO.,  INC.  | 

I                                           EASTON,  PA.  I 

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Gets  Every  Fare  I 

PEREY  TURNSTILES  I 

or  PASSIMETERS  f 

Vse  them  in  your  Prepayment  Areas  and  E 

Street  Cars  5 

Percy  Manufacturing  Co.,  Inc.  i 

101  Park  Avenue,  New  York  City  1 


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B.  A.  HEOEMAN.   Jr.   President     H.  A.  HEGEMAN.   First   Vlce-Pres.  and  TrMi. 


i      F.  T.  SAKGENT,   Secretary 


J.  M.  PRATT.  VIce-Prcs.  In  cliarje  of  iilai 


National  Railway  Appliance  Co. 

Graybar   BaildinK.   4S0   Lexington   Ave.,   New   York 

BRANCH    OFFICES 

Munsey  Elder..  Washington,  D.  C.        100  Boylston  St..  Boston.  Masa. 
Heg^eman-Castle  Corporation,  Railway  Exchange  Bullt^ing,  Chicago,  lU. 


RAILWAY  SUPPLIES 


Tool    Steel    Gears    and    Pinions 
Anglo-American     Varnish     Co.. 

Varnishes.   Enamels,   etc. 
National   Hand  Holds 
Genesco  Paint  Oils 
Dunham   Hopper  Door  Device 
Garland  Ventilators 
Walter  Tractor  Snow  Plows 
Feasible  Drop  Brake  Staffs 
Ft.    Pitt    Spring    &    Mfg.    Co.. 

Spriners 
Bell  Register  Fare  Boxes 


Flaxlinum   Insulation 

Economy   Electric   Devices   Co. 

Power   Saving  and   Inspection 
Meters 

National  Safety  Devices  Com- 
pany's Whistle  Blowers. 
Gong  Ringers  and  Brake 
Hangers 

Godward  Gas  Generators 

Cowdry   Automotive  Brake 
Testing  Machine 


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I      Better  Quality  Seats 
i      For  Cars  and  Buses 


Hale-Kilburn  Co, 

1800  LehlKb  Ave.,  Ptillsdelphla,  Pa. 


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I    CAR  COMFORT  WITH     HEATERS 

^    T  TTTT  TTV     regulators 

I      \U  L  LL^LL  X       VENTILATORS 

i       2241-3347     Indiana    St.                     Write  for                        1338  Broadway 
I                   Chicago,  m.                               Catalooue                   New  York,  N.  Y. 
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I     RAIL  JOINTS 

I  The  Rail  Joint  Company 

i  165  Broadway,  New  York  City 

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ELECTRIC  RAILWAY  JOURNAL 


May  12,19, 


ALPHABETICAL  INDEX  TO  ADVERTISEMENTS 

This  index  is  published  as  a  convenience  to  the  reader.    Every  care  is  taken  to  make  it 
accurate,  but  Electric  Railway  Journal  assumes  no  responsibility  for  errors  or  omissions. 


Pase 

American  Brass  Co..  The 45 

American  Brown   Boveri   Electric 

Corp 16.  17 

American    Car   Co Third  Cover 

American    Car    &    Foundries 

Motors    Corp Front  Cover 

American  Steel  Foundries 0 

American  Steel  &   Wire  Co 49 

Anaconda   Copper   Mining   Co.  .  .    45 

Babcock   &   Wilcox   Co 45 

Beeler  Org-anization    44 

Bell  Lumber  Co 44 

Bemis  Car  Track  Co 49 

Bethlehem    Steel    Co 28 

Bridereport   Brass  Co 40 

Brill   Co..   The  J.  6 Third  Cover 

Buchanan   &   Layng:   Corp.  .....  44 

Byllesby  Co..  H.  M 44 

Carey  Co..  The  Philip 41 

Chase  &  Co..  L.  C 34 

Cincinnati   Car   Co 20,  21 

Cleveland  Fare  Box  Co 52 

Collier.   Inc.,    Barron   G 38 

Columbia*  Machine    Works 46 

Consolidated  Car  Heatingr  Co .  . .  51 

Day  &  Zimmermann,  Inc 44 

Dayton   Mechanical  Tie  Co 18 

Differential  Steel  Car  Co..  The.  .    51 

Electric  Equipment  Co 47 

Electric  Ky.  Equipment  Co....  46 
Electric  Service  Supplies  Co.  .  .  .  9 
Electric  Storagre  Battery  Co..  The.  31 


Pagre 

Faile    &   Co..    E.  H 44 

Ford.  Bacon  &  Davis 44 

•'For   Sale  "   Ads 47 

Foster   &  Co.,   L.   B 40 

General  Electric  Co 33 

Gold  Car  Heatins  &  Liirhtintt  Co.  49 
Goodrich  Rubber  Co..  The  B.  F.  25 
Graham  Bros.  ..Insert  11,  12,  13,  14 
Guide   Motor   Lamp   Mfs.    Co.. 

Insert  35.  36 


Hale-Kilburn  Co 51 

Haskelite     Mfgr.     Corp ...  Back  Cover 

"Help    Wanted"    Ads 47 

Hemphill   &   Wells 44 

Heywood-Wakefleld    Co 29 

Hoist   Enrtehardt   W 44 

International   Regrister  Co..   The.  45 

International    Steel    Tie   Co 7 

Irvinf^ton    Varnish    &    Insulator 

Co 51 

Jackson.    Walter     44 

Johnson  Fare  Box  Co 43 

Kelker.  DeLeuw  &  Co 44 

Kuhlman    Car    Co Third  Cover 


Pa?e 

Lang:  Body  Co.,   The 33,  33 

Lorain   Steel   Co 49 

McClellan  &  Junkersfeld 44 

Metal    &   Thermit   Corp 8 

Money    Meters.    Inc 49 

Naehod  and  U.    S.   Sig^nal  Co...  63 

National   Brake   Co.,   Inc 23 

National   Paving   Brick   Mfrs. 

Ass'n 46 

National  Pneumatic  Co 19 

National    Ry.    Appliance    Co....  51 

Niciiols   Lintern    Co 45 

Nuttall  &  Co.,  R.  D 15 

Oakite  Products.   Inc 43 

Oiiio     Brass    Co 5 

Ohmer    Fare    Regrister    Co 37 

Okonite-Callender  Cable   Com- 
pany.   Inc..    The 49 

Okonite  Co..   The 49 

Percy    Mfs.    Co..    Inc 51 

Positions  Wanted  and   Vacant.  .    47 
Prettyman   &  Sons.   J.  F 43 


Rail  Joint  Co 61 

Railway   Track-work    Co 4 

Railway   Utility    Co 51 


Pi 

Ramapo    Ajax    Corp 

Ricliey.    Albert    

Roebling's  Sons    Co..   John  A .  , . 

Sanderson  &  Portei*   

Searchligrht    Section    

Smith  Heater  Co..  Peter 

Standard   Steel   Works   Co 

Star    Brass    Works 

Stevens    &    Wood,    Inc 

Stone  &   Webster    

Stueki    Co..    A 

Texas    Co..    The 

Timken  Roller  Bearing:  Co..  The. 


Una  Welding-   &   Bonding    Co... 
Universal   Lubricating  Co.  . 


"Want"  Ads   

Wason   Mlg:.   Co Third  Cov 

Westinirhouse   Elec.  &   Mfg.  Co.. 

Second  Cov 
Westing-house  Traction  Brake  Co. 
Whaiton,  Jr.  &  Co..  Inc..  Wm.  .    I 
"What  and  Where  to  Buy" 

48.  50,  I 
White  Ens,  Coip,,  The  J.  G.  ..  .  ■ 
Wish  Service,  The  P.  Edw • 


Yellow  Truck  &   Coach  Mfg  Co., 
26, 


WHAT  AND  WHERE  TO  BUY— Continued  from  page  50 


TmIi.    Track    A    Ulsoellan- 
eons 

American  Steel  &  Wirt  Oo. 
Columbia   Macbuie    Works 
tlBc.   Service   supplies  Co. 
Kaiiway  Trackwork  Co. 
Uamapo-Ajax    Corp. 

fowers  and  Transmlssloa 
Htructure 

American  Bridr*  Co. 

Westlnghouse  £.  h  K.  Co. 
Track  Grinders 

Metal  &  Thermit  Corp. 

Ballway  Trackwork  Oo. 

Ramapo-Ajax    Corp. 

Trmek,  Special  Work 
Columbia   Machine    Worka 
iUmapo  AJax  Corn. 

Traekleu  TroIIer  Can 
Brill  Co..  The  J.  O. 

Transfer   Issuing   Machines 
Ohmer  Fare  Register  Co. 

Transfonnera 

American    Brown-Boveri 

Electric  Corp. 
General  Electric  Co. 
WeatinKbouse  E.  *  M.  Co. 

Treads,  Safety  Stairi 
Car  Step 
Cincinnati  Car  Co. 

Tree    Wire 
Okonite  Co. 
Okonite-Callender  Cable  Co 


TrimmliiK  Materials 
Chase  &  Co.,  L.  C. 

Trolley  Baaea 

Nuttall  &  Co..   R.  D. 
Ohio   Brass  Co. 
Trolley  Baaea,  RetrleTtns 

Nuttall  &  Co..  R.  D. 
Ohio   Braaa  Co. 

Trolley   Boaea 
BrUl  Co..  The  J.  Q. 
Weatingbouae  E.  *  M.  Co. 

TroUey    Material,    Overhead 

Elec.   Service   SuppUea  Co. 
General  Electric  Co. 
Ohio    Brass   Co. 
Westlnrhouse  E.  *  U.  Oo. 

Trolley  Wheel  Bnsblnia 

Star  Braaa  Worka 

Trolley  Wheela    (Bee  Wheels 
Trolley) 

Trolley    Wire 

American    Brass    Co. 
American  Steel  *  Wire  Co. 
Anaconda  Copper  HIn.  Co. 
Bri(l^epoi-t    Br.-iH.s   Co. 
Boebllnff's  Sons  Co.,  J.  A. 
Tracks,  Car 
Bemls   Car   Truck    Co. 
Brill    Co..    The   J.    G. 
Cincinnati   Car   Co. 

Truss    Planka 

Haskelite  Mff.   Corp. 


Tohlng,  Steel 
Timken   Roller  Bearins  Co. 
Tobinc,  Yellow  and  Black 
Flexible    Varnish 

Irvlnrton  Vamiah  tt  Ins. 

Tnrbinea,  Steam 

American    Brown-Boveri 

Eleciric  Corp. 
General    Electric    Co. 
Weatinrhouae  £.  *  If.  Co. 

Torntablea 

Elec.  Service  SuppUea  Co. 
Tumatlles 

Elec.   Service  SuppUea  Co. 

Percy  Hfr.  Co..  Inc. 
Upholstery 

Chase  &  Co.,  L.  C. 

TalTca 

Ohio   Brass  Co. 
Westlnghouae   Tr.    Br.   Co 

Varnished    Papers   and   BUka 

Irvinrton  Vamlab  A  Ina. 
Co. 

Ventllatora,    Car 

Brill    Co.,    The    J.    Q. 
Cincinnati  Car  Co. 
Consolidated    Car    Heatinc 
Co. 

Nlchola-Llntem   Co. 
Nat'l.   Ry.  Appliance  Co. 
Railway  CtiUty  Co. 

Veatlbnle  Llninga 

Haskelite   MfK.   Corp. 


Welded  BaU  Joints 

Metal  &  Thermit  Corp. 
itallway  Trackwonc  Co. 
Una  Watdlnff  A  Boudinff  Co. 
Weldera.  Portable  Electric 

General  Electric  Co. 
Ohio    Brass  Co. 
Railway  Trackwork  Co. 
Una  Weldinr  A  Bondinr  Co. 
Weatinrhouae  E.  *  II.  Co, 

Welders,  Rail  Joint 

General  Electric  Co. 

Ohio   B.-*ass  Co, 

Railway  Trackwork  Co. 
Weldlni  Proceaaea  and 
Apparatus 

Metal   &  Thermit  Corp. 

Ohio    Brass   Co. 

Railway   Trackwork   Co. 

Una  Welding:  A  Bondlhf  Co. 

Westinrhouae  B.  &  M.  Co. 

Weldlnt,  Steel 

Railway    Trackwork    Co. 

Una  Weldinr  A  Bondinr  Co. 
Weldinc    Wire 

American  Steel  &  Wire  Co. 

Railway  Trackwork  Co. 

Roebllnr's  Sona  Co..  J.  A. 

Weldlni  Wire  and  Roda 
Railway  Trackwork  Co. 
Wheel    Onarda    (See   Fendere 

and  Wheel  Goarda) 
Wheel  Presses    (See  Machine 

Tools) 


Wheela,    Car,    Steel    A    Bte 
Tire 

American  Steel  Foundries 

Bemis  Car  Truck   Co. 

Standard  Steel  Work* 
Wheels,    Trolley 

Columbia   Machine    Worki 

Elec.  Ry.   Equipment  Co. 

Elec.   Service  SuppUea  Ca 

National  Bearlnr  Metals 
Corp. 

Nuttall  &  Co.,  B.  D. 

Ohio  Brass  Co. 

Star  Brass  Worka 
Whistles,   Air 

Ohio    Brass    (}o. 

Westing:houae  B,  *  M.  Oo 

Weatinrhouae  Traction 
Brake  Co, 

Window  Goarda  A  FltMiva 
Cincinnati  Car  Co. 

Wire   Rope 
American  Steel  A  WIra  0 
Boebllnr'a  Sona  0>..  J.  A. 

Wlrea  and  Cables 

American    Brass    Co. 
American  Steel  A  Wire  O 
Anaconda  Copper  Mta.  Ol 
Bridg-cport  Brass  Co. 
General  Electric  Co. 
Okonite  Co. 
Okonite-Callender  Cable  O 

Inc. 
Roeblinr'a  Sona  Co.,  J.  A 
Westinrhouse  E.  A  M.  Co, 


iiiiiiiitiiiitiiiitiiiriiitiinriiiiiiiuiiiiiiiitiiiiitiiiiriiiiiiiiiittiiiiriiiitiiimiiiiiiiiiiiiilitlllllliliilltliilliltiiiiniilriilllilnlinillllllllUilK 

Coin  Counting  and  Sorting  Machines  I 


FARE  BOXES 

Lever-Operated   and   Slip   Change   Carriers.     Tokens. 

The  Cleveland  Fare  Box  Co. 


CleTeland,  Ohio 
Canadian  Cleveland  Fare  Box  Co.,  Ltd.,  Prcaton,  Ont.  I 

:illinilimimiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiniiijiiiijiiiijiiiiuiiiiiiiiiiiiiiiiriiriiimi{iriiiiriiMiiiiiiiiiiiiiiiiriii iiiiiiiiir 


^irmiiiiiiiiiHiiniiiiiilHiiitiiiitiiitiiiiiiiiiiiiiiiiiiiiiiiiniiitiiiiiiiiiltiiiiiiitiiiiiiiiiiiiriiiiriiiiiiiitiiiiiiniiiiiiimiiiriiiriiitintiniuui 

I  NACHOD  S  UNITED  STATES 

SIGNAL  CO.  INC 

LOUISVILLC.KY. 

BLOCK  SIGNALS 
FOR 
ELECTRIC  RAILWAYS 
HIGHWAY  CROSSING  SIGNALS       

QiiiimiiiiMiir iriiiriiiiiiitiliniiii iliiriiiiiiiiiiiimiiimiiimiiniiii mui iiiiiiiiiiimriiiimiiilillliininim iiii 


May  12,  1928 


ELECTRIC  RAILWAY  JOURNAL 


Seat  Satisfaction 

Comfort  is  one  of  the  most  important  requirements  of  modern  elec- 
tric cars,  if  the  investment  is  to  yield  a  fair  return.  And  no  detail  of 
equipment  affects  the  "comfort  consciousness"  of  passengers  more 
than  the  seats. 

Brill  Seat  No.  201 -D  is  an  example  of  seat  satisfaction  because  it  is 
downright  comfortable  and  possesses  the  inbuilt  wearing  qualities 
which  impart  long  life.  For  these  reasons,  Brill  seat  No.  201 -D  is 
popular  with  operating  companies  as  well  as  the  traveling  public. 
It  is  one  of  many  Brill  Seats  which  are  playing  an  important  part  in 
building  transportation  sales. 

Specify  Brill  Seats — //  pays. 


n? 


The  J.  G.  Brill  Company 


4^ 


>1>^\>^ 


•^%^" 


[ 

—                 I^g 

1 

on  the  new 

Cleveland  Cars 


The  Cleveland  Street  Railway 
Company  is  having  25  articulated 
cars  and  50  single  cars  built  by  the 
G.  C.  Kuhlman  Car  Company, 
Cleveland,  Ohio.  The  sample  cars 
illustrated  were  built  last  year. 


ALL  of  the  plywood  used  in  these  cars  will  be 
^  HASKELITE.  The  applications  of  this  blood 
albumen  glue  plywood  include  wainscoting  and  other 
interior  trim,  molded  linings  in  the  connecting  vesti- 
bule on  the  articulated  cars,  and  the  roof  of  the 
vestibule. 

Leading  builders  and  operators  of  street  cars  and 
buses  are  choosing  HASKELITE  wherever  strength, 
light  weight  and  appearance  are  to  be  combined.  Ask 
for  our  blueprint  booklet. 

Haskelite  Manufacturing  Corporation 

120  S.  LaSalle  Street,  Chicago,  Illinois 

Railway  Representatives: 


Econoinv   Electric  Devices  Co.. 
?7   W.   V.Tn   Biiren   St.,   Chicago 


Grayson  Bros.. 
600  LaSalle  Bldg..  St.  Louis.  Mo. 


Railway  3C  Power  Engineering  Corp.. 
Toronto.  Ont..  Ciinada 

KIIJ.I 


Ltd. 


.^^v 


.^oV  ,-_^oV'   ,><.V.^:,v"    ,.J<-oV'   .4-oV"   .^oV 


JOURNAL 


jJiw-Hill  Publishing  Company,  Inc. 


TTCTJ 


MAY  19,  1928 


Twenty  Cents  Per  Co 


I  UN  PUBUO  UBRARY 
HOUSTON,  TeJ""*^        • 


Lifting  mechanism  raises 
tamping  arms  clear  of 
paving  so  that  tamper 
can  be  taken  to  the  job 
behind  work  train.  Ad- 
justment for  different 
rail  heights  is  provided 
for- 


This  hand  lever  op- 
erating geared  drive 
propels  the  tamper 
alonj;  the  track. 


The  motor,  operating 
from  overhead,  drives 
through  completely  en- 
closed worm  reduction 
gear,  with  clutch  con- 
tained in  the  same  hous- 
ing. 


now  ready^ 


A  Redesigned  Machine 
for  Compression  Tamping 

The  Model  A  compression  tamping  machine,  after  careful  redesigning 
based  on  field  experience,  is  now  ready.  The  first  four  machines,  after 
thorough  tests,  are  on  their  way  to  the  job. 

A  stepped-up  production  schedule,  proportioned  to  the  wide  interest 
in  compression  tamping  and  the  unusual  acceptance  of  mass  production 
principles  for  paved  track  construction  with  Steel  Twin  Ties,  will  pro- 
vide other  machines  quickly  enough,  we  hope,  to  keep  up  with  the 
demand. 

Modern  production  methods  plus  Steel  Twin  Ties  have  revolutionized 
paved  track  construction.  The  results  are  two  fold.  More  rapid,  less 
expensive  construction,  plus  greater  permanence  in  the  track  so  built. 

A  Bulletin,  describing  the  new  compression  tamper  and  other  modern 
track  construction  machinery  will  be  gladly  sent  you. 

THE  INTERNATIONAL  STEEL  TIE  CO. 

CLEVELAND,  OHIO 


EI.FXTKIC   RAILWAY  JOURNAL 


May  19,  19^ 


f 


Westinghouse 

1 

1 

Renewal 

Parts 

Reduce 

Maintenance 

Costs 

m^ 

SPEND  LESS 


'^/bryour  niamtenancc  worti^ 


1000  REWINDS  IN  1925 
600  REWINDS  IN  1927 


THIS  record  is  only  one  of  a  number  of  accom- 
plishments which  the  management  of  the 
Pittsburgh  Railways  Company  has  obtained 
through  an  economic  analysis  of  its  maintenance 
problems. 

A  similar  economic  analysis  of  your  maintenance 
problem  will,  no  doubt,  convince  you  that  you 
cannot  be  efficient  in  both  manufacture  and 
maintenance  and  that  it  pays  to  buy  coils  from 
the  original  manufacturer  or  your  motors* 


Heat  and  moisture  have  no  terror  for  these  boys 


Westinghouse  Electric  &  Manufacturing  Company 
E»>t  Pittsburgh  Pennkylvania 

Salt,   omen  in   All   IMncipal  C'ilin  of 
the  UnitrJ  Siairst  antl  ForrJKn  Counlfiri 


iVestiiigh< 


UORHIS  BUCK 
MantgiDg  Editor 

JOHN  A.  MUXER.  Js. 
AiKcltte  Editor 

CLARENCE  W.  SQUIEB 
Atsocltte  Editor 

G.  W.  JAUES,  Jb. 
AMlftint  Editor 


J^iM. 


BENBT  W.  BLAKB 

Senior  Editor 

QEORQE  J.  UacMUBBAT 
Newi  Editor 

PADL  WOOTON 
Washington  Corroipoodao; 

ALEZ  McCALLDM 
Editorial  Bopresentatlro 
London.  England 


Charles  Gordon,  Editor 


Vol.  71 
No.  21 


May  19,  1928 


Pages 
797-844 


CONTENTS 

Motor  Rehabilitation  Decreases  Troubles 890 

Bv  Thomas  V.  Campbell 

Life  of  bearings  prolonged  tenfold  and  electrical  fail- 
ures reduced  75  per  cent  is  the  result  of  a  complete 
motor  rehabilitation  program  carried  out  on  the  New 
York  &  Queens  County  Railway.  A  healthy  increase 
in  patronage  is  another  result.  Read  what  Mr. 
Campbell  has  to  say  about  it. 


Wheel,  Gear  and  Axle  Maintenance 
in  Brooklyn 


.805 


By  Clarence  W.  Squier 

An  account  of  mass  maintenance  work,  so  systema- 
tized as  to  eliminate  all  unnecessary  handling.  The 
most  modern  machine  tools  are  used  in  this  work 
by  the  Brooklyn-Manhattan  Transit  lines.  Max- 
imum efficiency  of  equipment  is  secured,  with  more 
mileage  in  revenue  service. 


Editorials    797 

Adequate  Testing  Is  Good  Insurance. 

One  Hundred  Men  in  1927  Did  Work  of  400  in  1909. 

A  Field  for  Special  Bus  Maintenance  Equipment. 

Replacement  Before  Breakdown  a  Criterion  for  Pull-ins. 

Fenders  Require  Careful  Attention. 

Financial  Status  Improved  by  Better  Maintenance. 

Equipment  Designers  Should  Follow  Closely  the  Prob- 
lems of  Operation. 

Decentralisation  Urged  by  Regional  Plan  of  New  York. 

Builders  of  Great  Industries  Are  Entitled  to  Fitting 
Reivards. 

Some  Equipment  Maintenance  Notes  from  Atlanta .  .  804 
Rails  Replaced  Without  Disturbing  Ties 812 

By  W.  L.  Lewis. 

Railway  Motor  Load  Testing  Set 815 

By  a.  J.  Naquin. 

Keeping  Accurate  Records  of  Car  Wheels 816 

Ventilated  Room  for  Spray  Painting 817 

Rhode  Island  System  Installs  Frequency  Changer.  .  .  .818 

Energy  Used  by  Railways  Increases 818 

Dick  Prescott  Appoints  an  Assistant 819 

Frank  B.  Carpenter  Wins  April  Prize 820 

Maintenance  Data  Sheets 821 

Association    Activities    827 

News  of  the  Industry 831 

Recent  Bus  Developments   836 

Financial  and  Corporate 838 

Personal  Mention    841 

Manufactures  and  the  Markets 842 


ir^ 


A  yiaintenance 
Contest  Winner  Speaks 

HERE  is  a  word  from  a  recent  winner 
in  the  Journal's  monthly  mainte- 
nance contest: 

"I  appreciate  very  much  notification  of 
my  success  in  winning  the  monthly  mainte- 
nance prize.  But  I  appreciate  even  more 
the  Journal  itself.  Its  value  to  mainte- 
nance men  cannot  be  estimated,  for  it 
brings  every  week  money-saving  methods 
that  are  worth  thousands  of  dollars  to 
those  properties  that  utilize  them. 

"In  our  shops  here,  every  man  is  inter- 
ested in  the  Journal  and  they  have  all 
learned  many  short  cuts  and  improved 
methods  of  doing  the  routine  maintenance 
jobs  that  are  carried  on  in  a  railway  shop." 

This  issue  contains  another  group  of 
items  submitted  in  the  monthly  mainte- 
nance contest.  In  addition,  the  feature 
articles  are  devoted  primarily  to  construc- 
tion and  maintenance  subjects.  Here  are 
more  ideas  that  are  worth  money  to  your 
property  if  they  are  applied. 


McGRAW-HILL  PUBLISHING  COMPANY,  INC. 
Tenth  Avenue  at  Setli  Street,  New  York,  N.  T. 

New  York  District  Office,   285   Madison  Ave. 

Cable  Address:  "Uichlnist,  N.  T.'* 
Publishers   of 


■f&S& 


1828 


JAUKS  H.  McGaAW.  President 
Jaubs  H.  MoGbaw.  Jb.,  V.-P.  and  Treas. 
Malcolm  Muib,  Vice-President 
Edwabd  J.  Mehbbn,  Vice-President 
Mason  Bbitton,  Vice-President 
Edoab  Kobae.  Vice-President 
C.  H.  Thoupbon,  Secretary 
Wabhington: 

National  Press  Bulldlnt 
Chicago: 

T  S.  Dearborn  Street 
Philadelphia: 

1 6 00  Arch  St. 
Clbtblano: 

Guardian  Building 
St.  Looib: 

Bell  Telephone  Bulldlnc 
San  Pbanoibco: 

883  Mission  Street 
London:  -   ^    . 

6  Bouverle  Street.  London.  K.  C.  i 
Member  Associated  Business  Fapors,  Inc. 
Member  Audit  Bureau  ot  Circulations 
Th.  annual  subscription  rate  Is  M  In  the  United  States,  Canada,  Mexico.  Alaska, 
Hawaii,  Philippines,  Porto  EIco,  Canal  Zone.  Honduras  Cuba.  Nlcarasua.  Peru. 
Oolomb  a.  Bolivia,  Dominican  Republic.  Panama.  El  Salvador.  Anentlna,  Bralll, 
Soaln  UruBUaj  Costa  Hlca,  Ecuador,  Guatemala,  Chile  and  Paraeuay.  Extra  toreln 
postage  to  other  countries  »3  (total  »7  or  211  shillings).  Subscriptions  may  be  sent 
to  the  New  York  office  or  to  the  London  office.  Single  copies,  postage  prepaid  to  in> 
par*  of  the  world.  20  cents. 

Change  of  Address — When  change  of  address  Is  ordered  the  new  and  the  old  addreaa 
must  be  given,  notice  to  be  received  at  least  ten  days  before  the  change  takes  pUn. 
Copyright,  1928.  by  McGraw-Hill  Publishing  Company,  Inc. 

Published  weekly.     Entered  as  second-class  matter.  June  23.    1808,  at  the  Pott  OSM  . 
tt  New  York.  N.  T.,  under  the  Act  of  March  3,  18T8.     Printed  In  U.  8.  A. 


Engineerina  Newa-Reeord 

American  Maekinitt 

Power 

ChemUal  and  MetaUurgical  Bngineering 

Coal  Age 

Engineering  and  Mining  Jonrnml 

Jngenieria  Internacional 

Bub  Traneportation 
Bleetrie  Haiitoay  Journal 

Electrical  World 

Electrical  MerchondiMing 

Radio  Retailing 

Conetruction  Method* 

Electrical  Wett 

(  Pubtiehed  in  San  Francieeo  i 

American  Machiniet — European  Edition 

(Puhlitked  iM  hondm) 


Number  of  Copies  Printed,  6,240 


Advertising  Index — Alphabetical,  64;  Classified,  60,  62,  64;  Searchlight  Section,  59_ 


ELECTRIC  RAILWAY  JOURNAL 


May  19.  192 


BETTER   RAIL,   BETTER  TRANSPORTATION 


Every  car's 
a  noisy  car  on 
noisy  track 


A  summary  of  Professor  D.  D.  Ewing's 
tests,  as  stated  by  him  includes : 

^^  Where  the  track  area  is  paved  and  the 
track  and  paving  well  maintained  but 
little  noise  emanates  from  the  rails 
themselves.  The  condition  of  the  rails 
as  to  smoothness  and  freedom  from  sand 
and  pebbles  has  an  important  bearing 
on  the  noise  caused  by  the  car.  ^9k 

Professor  Ewing's  definition  of  noise  is 
"disagreeable  sound."  In  your  business, 
that  means  disagreeable  expense  and  loss 
of  revenue. 


3132-48  East  Tliompson  Street,  Philadelphia 

AGENTS: 
Chester  F.  Gailor.  50  Church  St..  New  York  City 
Chas.  N.  Wood  Co..  Boston 

Eleotrical   Engineering  &  Mlg.  Co.  Pittsburgh 
H.  P.  MoDermott.  208  S.  LaSalle  St..  Chieaero 
P.  W.  Wood  Railway  Supply  Co..  New  Orleans,  La. 
Equipment  &  Engineering  Co..  London 
Frazar   &  Co.,   Japan 


_3&^ 

„^ 

1 

\ 

8 

i 

f 

:^>^>^S1^B^?M 

E- 

Enreka   Katl'iil   Kiii!  (irlnjlcr 


YiiU-iui   Kail  (irlnder 


Kccipr<)(*aliiiK    Track    <iriiHlt* 


2333 


•  Ai»x"  Eh'ctri*'  .Vrc  Welder 


BETTER      RAIL,      BETTER     T R A N S P O R T A T  I  O  I 


Mav  19,1928 


ELECTRIC  RAILWAY  JOURNAL 


The  range  in  sizes 
of  OB  insulators  is 
from  the  small 
"pony"  for  tele- 
phone, telegraph 
and  signal  lines,  to 
the  large  suspen- 
sion, switch  and  bus 
types  and  bushings 
for  voltages  up  to 
220,000. 


^^What  a  Difference  a  Fe^^  Cents  Makes'' 


IT  costs  every  cent  as  much  and 
takes  every  bit  as  much  time 
to  install  a  cheap  insulator  as  it 
does  to  put  up  a  good  one.  A  few 
cents  more  spent  on  the  insulator 
comes  back  in  service  with  a  pro- 
fit in  labor  saved  because  of  great- 
er reliability  and  fewer  replace- 
ments. 

The  labor  and  material  cost  of  re- 
placing an  insulator,  which  has 
failed  prematurely,  will  buy  sev- 
eral good  insulators  which  have 


demonstrated  they  will  give  de- 
pendable service  through  long  life 
with  a  minimum  of  depreciation. 

And  that  is  why  you  get  a  lot 
more  for  your  money  in  0-B  in- 
sulators. The  same  porcelain  as 
is  used  in  the  high  tension  units 
chosen  by  power  companies  for 
the  extremely  severe  service  en- 
countered on  vital  transmission 


Ohio  Brass  Company,  Mansfield,  Ohio 

Dominion  Insulator  &  Mfg.  Co.,  Limited 
Niagara  Falls,  Canada 


lines  operating  at  voltages  up  to 
200,000,  comes  to  you  in  the  smal- 
ler, lower  voltage  0-B  insulators. 
They  are  identically  prepared, 
tested  and  inspected. 
The  difference  in  first  cost,  where 
it  exists,  is  paid  back  many  times 
in  the  profit  the  extra  service  life 
provides. 

For  complete,  specific  informa- 
tion and  illustrations  on  all  0-B 
insulators  refer  to  pages  9  to  415, 
0-B  No.  20  catalog. 


rass  0>. 


SALES 
OFFICE 


PHILADELPHIA  PITTSBURGH  CLEVELAND 

SAN  FRANCISCO  LOS  ANGELES 


PORCELAIN 

INSULATORS 

LINE  MATERIALS 

RAIL  BONDS 

CAR  EQUIPMENT 

MINING 

MATERIALS 

VALVES 


ELECTRIC  RAILWAY  JOURNAL 


May  19,  192S 


PROTECTION 

Large  slices  of  the  taxpayers'  money  go  to  insure  national  protection. 
Expensive  protective  organizations  patrol  our  cities. 
We  are  accustomed  to  pay  well  for  protection  and  consider  the  cost 
a  good  investment. 

Seldom  is  greater  protection  secured  without  additional  cost,  but  the 
Davis  "One  Wear"  Steel  Wheel  is  an  exception. 
Protection  against  wheel  failure  from  impact  load  is  doubled  by  the 
use  of  a  special  heat-treated  steel  with  the  unusual  physical  proper- 
ties. 

Davis  "One  Wear"  Steel  Wheels  are  the  safest  steel  wheels  you  can 
buy. 

AMERICAN  Steel  Foundries 


NEW  YORK 


CHICAGO 


ST.LOUIJ 


May  19,1928 


ELECTRIC  RAILWAY  JOURNAL 


€©M«  €1 


Type  DG,  Golden  Glow  Headlight 

for  city  service.  Being-  fitted 
with  a  Golden  Glow  prismatic 
reflector  it  inuRiinates  a  wide 
area  adjacent  to  and  for  about 
50   feet  ahead  oi  the  car. 


Better  Schedules! 

Better  schedules  and  higher  speed  in  night  opera- 
tion are  direct  advantages  of  using  good 
headhghts. 

Golden  Glow  Headlights  fulfill  this  need  for  more 
and  better  light.  Their  justly  famous  mirror-glass 
reflectors,  which  have  been  successfully  introduced 
into  every  field  of  headlighting  by  this  company, 
have  set  new  high  standards  of  headlight  efficiency. 

To  get  complete  descriptions  and  illustrations  of 
the  various  styles  and  sizes  of  Golden  Glow  Head- 
lights, ask  for  our  latest  pamphlets. 


Home  olliee  and  plant  at  17th  &  Cambria  Sts.,  PHILADELPHIA; 
District  offices  at  111  N.  Canal  St..  CHICAGO:  50  Church  St..  NEW 
YORK;  Bessemer  Bldg..  Pittsburg^h;  88  Broad  St..  Boston;  General 
Motors  Bldg..  Detroit;  316  N.  Washington  Ave..  Scranton;  Canadian 
Agrents.  Lyman  Tube  &  Supply  Comp  in\  I*td  Montreal  Tctronlo 
Vancouver. 


T.vpe  R,  Golden  Glow  Headlight* 

are  made  in  various  tvpes  and 
fitted  with  either  9  inch  or  13 
inch  diameter  Golden  Glow  re- 
flectors for  suburban  and  inter- 
urban   service. 


MANUFACTURER  OF  RAILWAY,  POWER 


AND  INDUSTRIAL  ELECTRICAL  MATERIAL 


ELECTRIC  RAILWAY  JOURNAL 

The 

Modem  Car 


May  19,  192 


It  is  a  well-known  fact  that  modern 
cars  make  for  greater  revenue  as  well 
as  lower  upkeep.  Attractive  design, 
comfortable  riding,  and  fast  operation 
invariably  attract  passengers. 

Cars  of  this  type  that  we  have  built  are 
showing  increased  net  earnings  that 
will  pay  for  the  investment  in  five 
years. 


CUMMINGS  CAR 
AND  COACH  CO. 

Ill  W.  Monroe  St. 
Chicago,  111. 


Mav  19,  1928 


ELECTRIC  RAILWAY  JOURNAL 


Why  is  the 
Variable  Load  Brake 
♦  ♦  ♦  a  Better  Brake  / 


^^  Greater  Safety  .  .  .  same  degree  of  retarding 


force  on  loaded  and  empty  cars. 


e 


Reduced  Delays  .  .  .  short  stops  permit  cars  to 
keep  abreast  of  the  traffic  stream. 


e 


Faster   Schedules  ...  uniformly   quick   stops 
permit  longer  peak  speed  operation. 


The  Westinghouse  Variable 
Load  Brake  is  an  attachment 
for  use  with  straight  air  or 
semi -automatic  equipments  by 
means  of  which  the  brake  cyl* 
inder  pressure  is  automatically 
adjusted  as  the  car  weight 
changes,  to  provide  the  same 
retarding  effect  throughout  the 
range   of   passenger   loadins. 


WESTINGHOUSE  TRACTION  BRAKE  CO. 

General  Office  and  Works,  Wilmerdtng,  Pa. 


I  \yEsriN(iHou$ETRACTioN  Brakes 


10 


ELECTRIC  RAILWAY  JOURNAL 


May  19,  19 


g  g  prrr:rrE 


■■i  i^i*  j^B*  52S3 


lU-^KIS^Bl©"  SIJBSIL  [P^aiJ'S 


ilk 


STEEL  AXLES     = 
STEEL  SPRINGS   = 


HN  America's  largest  mu- 
nicipally  owned  and  oper- 

=      ated  railway,  the  new  Peter 

1  Witt  Cars  built  by  J.  G.  Brill 
=      Company  and  The  St.  Louis 

2  Car  Company  for  the  city  of 
5      Detroit,  are  equipped  with 


''STANDARD'' 

ROLLED  STEEL  WHEELS 


ARMATURE 
SHAFTS 

ROLLED  STEEL 
WHEELS 


m 


STANDARD  STEEL  WORKS  COMPANY 


PHILADELPHIA,  PA. 

BRANCH  OFFICES 


CHICAGO 
ST.  LOUIS 


NEW  YORK 
HOUSTON 


PORTLAND 
RICHMOND 


SAN  FRANCISCO 
ST.  PAUL 


PITTSBURG! 

MEXICO  cn 


Looking 

in  Highway  Tn 


Ahead 

lortation 


;ig^l  ya 


The  growth  of  highway  trans- 
portation is  one  of  the  marvels  of 
the  20th  century.  In  a  few  brief 
years  a  network  of  regularly  oper- 
ated routes  has  covered  the  country 
from  coast  to  coast.  Suburban 
service  has  multiplied  a  thousand- 
fold. City  traffic  conditions  have 
visibly  altered,  requiring  more 
mobile  lines  of  transportation  and 
vehicles  of  adequate  capacity  with 
lower  operating  and  maintenance 
cost. 

It  is  a  time  when  every  execu- 
tive might  well  pause  for  a  moment 
and  look  ahead— that  he  may  reap 
the  advantages  of  the  new  devel- 
opments in  highway  transportation. 


i  si'^fl^tur  < 


..  w.4t  Conveiiti'  ^al '  design 


^131 


^^ 


V 


Traction  companies  have  desired  a 
single  -  deck,  large-capacity,  easily- 
handled  vehicle,  that  had  ample  leg 
and  head  room,  wide  aisle  space, 
provision  for  circulating  load,  with 
doors  that  enabled  the  car  to  take 
on  or  let  off  passengers  quickly  to 
cut  stopping  time  to  a  minimum. 

Itishere  in  the  6-wheel,  gas-electric 
Versare  Highway  Unit,  with  the 
power  plant  in  the  rear! 

Versare  engineers  have  developed 
this  transportation  unit  along  lines 
radically  different  from  familiar 
types.  In  Boston,  Montreal,  Albany, 
Providence,  Cleveland,  New  York 
and  elsewhere  this  unit  is  meeting 
with  such  extraordinary  success,  and 
has  so  satisfactorily  overcome  every 
operating  handicap,  that  it  is  destined 
to  create  a  new  era  in  highway  trans-  ^^^ 
portation. 


^ 


^ 


^ 


ersare 


Greater  Capacity 

the  Revenue  Builder 


1) 


wM 


Let  us  briefly  touch  on  a  few  points 
of  this  new  transportation  unit — the 
Versare.     They  are  well  worth  your    (^  \~^ 
serious  consideration. 

Here  is  a  vehicle  that  utilizes  every 
square  foot  of  space  for  revenue.  It 
carries  comfortably  74  passengers — 
37  seated  and  37  standees.  With  a 
powerful  125  h.p.  gasoline  engine 
and  two  33  h.p.  electric  motors  it  has 
brute  power  for  any  grade,  quick 
pick-up  and  speed.  Easily  handled 
in  traffic ;  equipped  with  latest  safety 
devices;  exceptionally  easy  to  keep 
clean  and  maintain  due  to  acces- 
sibility of  all  parts. 

The  power  plant  can  be  removed 
and  replaced  in  an  hour  without  use 
of  a  crane.  For  quick  inspection 
simply  lift  a  panel. 


^"0 


Versare 


-^ 


^ 


^ 


^ 


bnsiaer  thr 


Const!  fiction  j 


showing  girder  cunstruclion. 
extruded  side  posts,  and 
wheel  housings.  This  entire 
fabric  is  of  Duralumin  and 
Aliunintim. 


r.^-iv^  », 


flhi?;33.''h' 


Rear  view  of  Versare  frame 
showin}^  engine  mounting 
and  heavy  channels  afTording 
protection  at  corners.  When 
engine  i<i  in.'.talled  this  cha- 
nelling  extends  clear  across 
the  back  behind  the  bumper. 


Here  you  have  bridge  type  truss 
construction,  the  same  as  used  for 
strength  in  cantilever  bridges  and 
dirigibles.  There  is  nothing  like  it 
in  highway  transportation  vehicles. 
The  girders,  angles,  castings  and 
side  posts  are  of  Duralumin,  an  alloy 
selected  where  tremendous  tensile 
strength  is  required. 

The  frame  is  sectionalized.  In  case 
of  a  smash,  the  damaged  section  is 
easily  replaced.  Your  maintenance 
men  will  appreciate  this  time  saving 
and  low  cost  feature. 

In  fact,  everything  has  been  incor- 
porated in  the  Versare  Highway 
Unit  that  would  contribute  to  great- 
est earning  capacity  with  lowest 
operating  and  main- 
tenance cost  per  car- 
mile. 


Versare 
Corporation 

Albany,  N.  Y. 


Versare 


SmSX 


Mav  19,  1928 


ELECTRIC  RAILWAY  JOURNAL 


IS 


^ 


Mi 


9 


K 


and  now  its 


Let  the  N.  P. 
Treadle  w^ork 
for  you  this 
year— Treadle 
operation  is 
circulating 
load  opera- 
tion —  — ^  ^ 


CONSTANTLY 


BETTER 


NATIONAL  PNEUMATIC  COMPANY 

Executive  Office:  Graybar  Building,  New  York 
General  Works:  Rahway,  New  Jersey 


CHICAGO 

513    MoCormlck   Buldlng 


MANUFACTOHED  IN 

TOBONTO,  CANADA.  BY 

Railway  &   Power  Englneerins   Corp.,   Ltd., 


PHILADELPHIA 
1010   Colonial  Truat  Building      It 


16 


ELECTRIC  RAILWAY  JOURNAL 


May  19,  1928 


The  above  page  is  from  a  report  of  the 
Georgia  Power  Company  operating 
the  Atlanta  street  railways  and  inter- 
urban  service. 

Economy  Meters  were  installed  on  all 
motor  cars  at  an  approximate  cost  of 
$27,000.  After  eleven  months  in 
operation  Atlanta  figured  a  power 
saving  of  $30,000.  An  enormous  re- 
turn on  the  investment  when  you 
realize  an  even  greater  amount  than 
just  a  power  reduction,  is  being  saved 
by  the  railway. 


ECONOMY  ELECTRK 


DISTRIBUTORS  OR  AGENTS  FOR 
Sangamo  Economy  Watthour  Meters  Haskelite  and  Plymetl 

Economy  Gasoline  Vehicle  Meters 


Woods  Fare  Box 
Peter  Smith  Heatc 


May  19,  1928 


ELECTRIC  RAILWAY  JOURNAL 


17 


for  themselves 


in  less  than 

a  year  at  Atlanta 

Every  Railway  Company,  large  or  small, 
can  afford  to  have  Economy  meters  on 
this  basis. 

The  experience  of  the  Georgia  Power 
Company  in  Atlanta  is  only  typical  of 
the  results  obtained  wherever  Economy 
Meters  have  been  installed  and  an  effec- 
tive power  saving  campaign  launched. 

ECONOMY  METERS 

for  Electric  Railway  Operation 


Based  on  the  fact  that  there  is  an  approx- 
imate difference  of  30%  in  power  used 
between  the  average  good  operator  and  a 
poor  one,  Economy  Meters  serve  to  point 
out  the  poor  operators.  Corrective  instruc- 
tion soon  brings  your  motormen  up  to 
standard. 

As  a  further  power  saver,  metering  the 
energy  used  at  the  car  points  out  defective 
equipment.     By  means   of  the  inspection 


dials  an  accurate  check  can  be  maintained 
on  the  service  that  equipment  has  rendered. 
Inspections  can  be  made  directly  from  the 
meter  readings  without  complicated  clerical 
records. 

The  meter  itself  is  ruggedly  built,  requiring 
very  little  maintenance.  It  is  also  simple  to 
install.  May  we  send  you  further  informa- 
tion on  the  savings  others  have  made  with 
Economy  Watthour  Meters? 


DEVICES  COMPANY 

37  W.  Van  Buren  St.,  Chicago 

Cable  Address:  Sangamo,  Chicago 


18 


ELECTRIC  RAILWAY  JOURNAL 


May  19, 19; 


f!^^: 


Don^t  repair- 


eliminate 


/ 


Lessons  learned  through  experience  are  seldom  for- 
gotten. That's  why  so  many  roads  are  now  using 
Thermit  for  repairs,  as  well  as  on  new  construction. 
They've  found  that  by  Thermit  welding  old  joints, 
there's  no  more  cupping,  no  more  noise,  and  no  more 
patching,  as  long  as  the  rail  itself  lasts. 


MSTAI^   &j  THERMIT  COrtPORATIOJS^^ 

1%P     B  RP A DWAY  .  N EW  YORK  .    N.Y. 


PITTSBUBeH 


CHICAGO 


BOSTON 


SOUTH  SAN  FEANCISCO 


TOBOI 


May  19,  1928  ELECTRIC  RAILWAY  JOURNAL  19 


/ 


^BEAMTY 

jww  cost: 


Do  you  think  beauty  is 
a  factor  in  winning  riders? 

Perhaps  you  do  not  agree  entirely  with  the  opinion 
held  by  many  transportation  engineers  that  beauty 
of  design  is  important. 

But  take  the  question  from  another  angle.  Do 
you  object  to  accepting  their  opinion  if  you  get 
"Beauty  at  Low  Cost"  along  with  "Speed  with 
Safety,"  "Comfort  with  Capacity,"  and  "Light- 
weight with  Strength?" 

When  may  we  present  facts  and  figures  to  show 
how  vitally  these  four  combinations  bear  on  the 
ability  of  Cincinnati  BALANCED  Lightweight 
Cars  to  increase  patronage  ? 

Cincinnati  Car  Company,  Cincinnati,  Ohio 

CINgNNATI 
ogsssss  CARS 

— Still  a  step  ahead  of  the  modern  trend 


20 


ELECTRIC  RAILWAY  JOURNAL 


May  19, 19 


Long  Life  Makes  Low  Cost 

THE  FIRST  COST  of  Creosoted  Pine  Poles,  all  sizes  and  lengths,  compares 
favorably  with  other  poles.  But,  on  the  basis  of  annual  cost,  the  real  economy 
becomes  strikingly  apparent.  Creosoted  Pine  Poles  are  strongest  and  have 
longest  life.  When  the  initial  investment  is  distributed  over  their  35  to  40  years 
of  service,  the  very  low  annual  cost  proves  that  the  pole  that  lasts  longest  is  least 
expensive. 

Other  marked  economies  are  due  to  the  fact  that  the  Creosoted  Pine  Pole  is  so 
far  superior  in  strength  and  durability  that  standard  construction  prescribes 
that  smaller  poles  or  fewer  poles  per  mile  be  used  in  Creosoted  Pine  construction 
than  when  other  woods  are  used. 

International  has  poles  in  service  28  years  and  still  in  excellent  condition' 
They  last  and  lead  in  service. 

International  Creosoting  8C  Construction  Co. 

Galveston — Texarkana — Beaumont 


Cieosoted%llowPiiiePoles 


May  19, 1928 


ELECTRIC  RAILWAY  JOURNAL 


21 


Bringing  Them  Out  with  Good  Varnish 

Heavy  weather — insulations  burned  out — idle  cars.  Idle  cars  are  expense  items — they 

produce  no  revenue.  All  this  because  of  a  few  cents  saved  in  insulating  materials. 

^Bring  the  cars  out  of  the  repair  shop  with  G-E  insulating  varnish.    It 

resists  moisture  and  oil — it  stands  the  gaff  of  rough  wear.  G-E  varnish 

is  continued  protection  through  good  weather  and  bad.     IjThese 

varnishes  were  originally  developed  to  insulate  G-E  railway 

motors    and    other    apparatus.     You    are    taking  no 

chances   when   you   specify  G-E  insulating  materials. 

Five  popular  G-E  varnishes  are: 

No.  152  Clear  Air  Drying  No.  450  Clear  Baking 

No.  457  Black  Air  Drying  No.  460  Black  Baking 

No.  447  Black  Baking  (especially  recommended  for  railway  use.) 

PROMPT  SERVICE 

G-E  insulating  materials  are  sold  only  by  G-E  Merchandise  Distributors  located 
throughout  the  country  who  are  equipped  to  give  you  prompt  service.  Get  in  touch 
with  the  G-E  Merchandise  Distributor  near  you  or  write  to  the  Merchandise 
Department,  General  Electric  Company,  Bridgeport,  Connecticut. 

This  catalog  contains  a  complete  listing  of  the  following  G'E  insulating  materials: 


Insulating  and  finishing 

varnishes 
Insulating  oils 
Stickers 

Shellacs  and  paints 
Filling  and  sealing  compounds 
Varnish-treated  cloths  and  cloth 

tapes 


Flexible  varnished  tubing 

Insulating  fibers  and  papers 

Motor  tubing 

Asbestos  and  cotton  tapes 

Friction  and  rubber  tapes 

Prepared  paper  tapes 

Cords 

Twines 


Send   for  your  copy  to   the    Merchandise  Department,    General  Electric 
Company,  Bridgeport,  Connecticut. 


800208 

GENERAL  ELECTRIC 

MERCHANDISE    DEPARTMENT,    BRIDGEPORT.    CONNECTICUT 


22 


mm 


ELECTRIC  RAILWAY  JOURNAL 


Mav  19,  1928 


They  must  not  faill 


If  you  need  electric  rail- 
way equipment  or  supplies, 
whether  for  extension,  re- 
placement, rehabilitation,  or 
maintenance,  it  will  be  well 
worth  your  while  to  consider 
the  advantages  of  equip- 
ment and  supplies  which 
bear  this  monogram. 


Traffic  conditions  in  New  York  demand  that 
the  subway  trains  must  not  fail. 

Two  years  ago,  the  New  York  Rapid  Transit 
Corporation  found  the  operation  of  its  two 
experimental  G-E  equipped,  triplex,  articulated 
cars  to  be  so  satisfactory  that  sixty-seven  three- 
unit  cars,  each  equipped  with  four  GE-282 
motors  and  duplex  Type  PC  15  control,  were 
then  placed  in  service. 

These  equipments  have  been  so  reliable  and 
economical  in  operation  that  the  New^  York  Rapid 
Transit  Corporation  will  soon  place  in  service 
50  more  articulated  cars,  of  which  all  will  be 
equipped  with  G-E  control,  and  three-fourths 
with  GE-282  motors. 


GENERAL  ELECTRIC 


GENERAL     ELECTRIC     COMPANY    .SCHENECTADY,     N. 


SALES     OFFICES     IN     PRINCIPAL     CITIEt 


Electric  Railway  Journal 


McGraw-Hill  Publishing  Co.,  Inc. 
James  H.  McGraw,  President 


Consolidation  of 

Street  Railway  Journal  and 

Electric  Railway  Review 


Chakles  Gordon 
Editor 


Volume  71 


New  York,  Saturday,  May  19,  1928 


Number  20 


Adequate  Testing  Is  Good  Insurance 

CLOSE  attention  to  every  detail  of  maintenance  of 
the  motor,  which  is  the  heart  of  the  car  equipment, 
will  do  much  to  prevent  failures.  All  motor  repairs  for 
a  system  should  be  done  at  one  shop.  It  is  only  by  such 
centralization  that  uniformly  good  results  can  be  ob- 
tained. Overhaul  methods  which  have  been  tried  and 
found  most  effective  should  be  used.  Chemical  cleaning 
tanks  for  housings,  boring  of  armature  bearings  after 
they  are  pressed  into  housings,  and  dipping  and  baking 
processes  are  some  outstanding  practices  that  produce 
real  results  and  eventually  lower  maintenance  costs. 

Adequate  tests  of  overhauled  motors  is  important  as  a 
means  of  making  sure  that  nothing  has  been  overlooked. 
The  load  method  described  elsewhere  in  this  issue  is  one 
example  of  what  a  progressive  property  is  doing  to  make 
certain  that  its  equipment  will  perform  satisfactorily 
when  returned  to  service.  It  is  the  test  to  which  all  over- 
hauled railway  motors  are  subjected  by  New  Orleans 
Public  Service,  Inc.  At  the  last  meeting  of  the  Electric 
Railway  Association  of  Equipment  Men,  Southern  Prop- 
erties, a  representative  of  this  railway  stated  that  the 
payroll  is  30  per  cent  less  than  five  years  ago  while  the 
number  of  car-miles  operated  is  only  15  per  cent  less. 
This  is  striking  evidence  that  money  spent  on  putting 
equipment  into  first-class  physical  condition,  and  upon 
adequate  testing  facilities  to  insure  against  failure  in 
service,  is  money  well  invested. 


One  Hundred  Men  in  1927  Did  Work 
of  Four  Hundred  in  1909 

CONVINCING  evidence  of  the  great  saving  in  man 
power  made  possible  by  the  use  of  modern  machinery 
is  found  in  figures  compiled  by  the  Boston  Elevated  Rail- 
way concerning  a  recent  track  reconstruction  job  in 
Somerville.  The  work  involved  the  reconstruction  of 
17,566  ft.  of  single  track  which  had  been  in  service  for 
eighteen  years.  The  old  track  was  built  in  1909  with 
8-in.  T-rail  laid  partly  on  wood  ties  and  partly  on  steel 
ties.  Joints  were  cast  welded.  The  new  track  is  built 
with  7\-m.  T-rail  on  International  twin  steel  ties.  Joints 
are  seam  welded.  The  old  concrete  base  has  been  re- 
tained and  the  new  track  laid  upon  it. 

On  account  of  the  narrowness  of  the  street  it  was 
impossible  to  use  a  temporary  third  track  during  the 
course  of  construction.  Work  was  carried  on  during 
regular  working  hours  with  a  maximum  force  of  100 
I  men.  The  entire  job  was  completed  in  a  period  of  four 
'  months  without  interruption  to  car  traffic  on  the  line. 
At  the  time  of  the  original  construction  a  maximum 
force  of  400  men  was  employed.  Curiously  enough,  the 
same  foreman  was  in  charge  of  both  jobs. 


Modern  track-building  machinery  was  responsible  for 
this  impressive  reduction  in  the  size  of  the  force  required 
to  do  the  work.  In  1909  all  material  was  handled  by 
trucks  drawn  by  teams  of  four  or  six  horses.  Loading, 
unloading  and  placing  of  material  was  done  by  hand. 
In  1927  the  old  granite-block  paving  was  broken  up  by 
means  of  a  pavement  plow.  The  blocks  were  loaded 
on  motor  trucks  by  a  Barber  Greene  snow-loading  ma- 
chine equipped  with  special  buckets.  The  old  rail  was  cut 
by  acetylene  torches  to  short  lengths  for  easy  handling. 
Fastenings  of  the  steel  ties  were  burned  oflf..  The  old 
base  was  swept  clean  by  means  of  a  tractor  sweeper. 
New  rails  and  ties  were  handled  by  a  special  rail  carry- 
ing car  equipped  with  an  electric  crane.  Joints  were 
welded  electrically. 

On  this  recent  job  one  man  with  modern  equipment 
accomplished  a  better  result  than  four  men  with  old  tools 
had  accomplished  eighteen  years  ago.  In  the  entire  elec- 
tric railway  field  it  would  be  hard  to  find  a  better  example 
of  the  profitable  employment  of  machinery  to  save  manual 
labor. 


A  Field  for  Special  Bus  Maintenance 
Equipment 

VISITING  the  bus  repair  sections  of  most  shops, 
one  is  impressed  particularly  with  the  lack  of  sturdily 
built  tools  for  carrying  on  the  work.  Many  of  those  in 
use  are  obtained  from  automobile  accessory  distributors 
and  do  not  stand  up  in  the  continued  service  of  a  bus 
repair  shop.  In  keeping  buses  on  the  road,  tools  are  sub- 
jected to  hard  and  continuous  service  that  calls  for  very 
much  more  rugged  design  than  has  been  customary  in 
automotive  practice. 

Usually  the  tools  now  available  were  designed  for 
automobile  work  and  are  little  better  than  toys  when  put 
in  the  severe  service  of  bus  repairs.  More  sturdy  tire 
changing  equipment  is  needed.  Wrenches  and  hand  tools 
of  cheap  construction  should  not  be  used,  stones  and 
honing  machines  for  hand-lapping  and  valve  grinding 
often  do  more  damage  than  they  do  good  for  the  class 
of  work  found  in  bus  repair  shops.  Presses,  jacks, 
motor  stands  are  among  the  miscellaneous  items  of  shop 
equipment  designed  particularly  for  the  service  imposed 
in  a  bus  garage.  More  production  machine  tools  of  this 
type  are  needed  so  that  the  work  can  be  turned  out 
rapidly  and  satisfactorily. 

Shop  equipment  of  ample  capacity  and  ruggedness  for 
bus  maintenance  is  far  too  difficult  to  obtain  at  the 
present  time.  Some  electric  railway  maintenance  men 
have  been  misled  into  the  installation  of  the  compara- 
tively light  and  ineffective  equipment  developed  for  auto- 
mobile   garages.      All    too   often    such    equipment   has 


■ 


This  is  the  issue  in  May  that  is  devoted  essentially  to  maintenance  and  construction  subjects 


798 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.: 


proved  entirely  inadequate  for  bus  maintenance  pur- 
poses. Obviously  there  exists  a  distinct  opportunity  for 
the  alert  manufacturer  of  such  equipment  to  develop  ma- 
chinery suitable  for  the  maintenance  of  buses  on  a  com- 
mercial basis.  It  is  probable  that  there  is  a  considerable 
field  for  the  sale  of  such  heavier  duty  maintenance  equip- 
ment to  large  truck  fleet  owners  as  well  as  to  bus  opera- 
tors and  that  a  large  and  growing  market  exists  which 
has  been  comparatively  undeveloped. 


Replacement  Before  Breakdown  a 
Criterion  for  Pull-Ins 

WHY  does  one  city  company  show  pull-ins  every 
4,000  miles  and  another  show  pull-ins  every  100,000 
miles?  Is  it  necessarily  due  to  a  difference  in  definition 
of  "pull-in,"  of  character  of  equipment,  of  quality  of 
materials,  of  skill  in  workmanship  or  character  of  service? 

Inspection  of  property  after  property,  over  many  years, 
indicates  that  the  predominant  reason  is  none  of  the  fore- 
going. Xhe  most  important  factor  is  managerial  policy. 
Does  the  department  head  or  management  place  more 
stress  on  the  minor  factor  of  getting  the  last  mile  of 
service  from  materials  or  on  the  major  factor  of  uninter- 
rupted delivery  of  vehicle-miles  to  the  public? 

There  is  a  strong  temptation  to  place  too  much  stress 
upon  comparisons  that  don't  compare,  so  to  speak.  The 
superintendent  of  equipment  is  driven  to  the  point  where 
he  tries  to  get  the  last  possible  revolution  out  of  a  car 
wheel  and  trolley  wheel  or  the  final  64th  of  an  inch  from 
his  bearings.  The  adoption  and  use  of  limit  of  wear 
gages  as  a  measure  of  the  time  to  scrap  wearing  parts  has 
been  painfully  slow  because  of  this  constant  pressure  to 
get  the  last  mile  of  wear. 

The  saying  "Prevention  is  better  than  cure"  is  as  old 
as  the  well-known  hills,  but  it  is  just  as  true  as  ever. 
Pull-ins,  exclusive  of  those  for  accidents,  are  not  inev- 
itable. They  are  preventable.  Their  elimination  is 
wholly  and  solely  a  matter  of  replacement  before  break- 
down. Is  that  trolley  wheel  groove  so  distorted  and  worn 
that  it  will  inevitably  tear  down  some  of  the  overhead 
tomorrow,  if  not  today?  Has  that  car-wheel  flange  worn 
down  to  the  chipping  line  ?  Will  that  commutator  get  by 
for  another  round  trip  before  it  is  reslotted?  Will  those 
motor  suspension  axle  bearings  go  till  the  next  overhaul- 
ing? All  of  this  means  taking  chances  on  service  inter- 
ruptions. 

A  superficial  view  of  the  subject  might  lead  to  the 
conclusion  that  a  more  liberal  scrapping  policy  to  prevent 
trouble  would  increase  costs  so  far  as  the  mechanical  de- 
partment's showing  is  concerned.  The  contrary  has 
proved  the  case  on  properties  where  maintenance  policy 
has  been  altered  along  the  lines  indicated.  It  is  true  that 
the  mileage  per  item  may  be  lowered,  but  the  over-all 
costs  are  less,  since  a  pull-in  generally  involves  much  more 
than  the  replacement  of  the  outworn  or  weakened  part. 

From  the  standpoint  of  the  transportation  department, 
the  question  of  which  is  the  better  policy  is  not  even  a 
debatable  one.  It  is  not  enough  for  electric  railways  to 
provide  the  lowest  cost  transportation  service.  They  must 
also  make  good  so  unfailingly  that  those  who  patronize 
electric  cars  will  have  to  think  long  and  hard  before  they 
can  recall  leaving  a  vehicle  because  of  a  breakdown.  A 
certain  automobile  maker,  who  shall  be  nameless  for 
once,  said  of  his  product :  "It  takes  you  there  and  brings 
you  back."  That  is  a  good  slogan  for  the  electric  railway 
maintenance  man ! 


Fenders  Require  Careful  Attention 

WHEN  caf  fenders  were  first  put  on  the  mark 
careful  attention  was  given  to  the  initial  cost,  sir 
plicity  of  design,  ease  of  installation,  maintenance  coi 
sensitiveness,  tripping  and  pick-up  reliability  before 
selection  was  made.  Unsuccessful  types  have  long  sin 
passed  out  of  existence,  so  that  today  there  are  only  a  fe 
types  on  the  market.  These  have  proved  reliable  aft 
years  of  service.  Continued  reliability,  however,  c 
be  assured  only  by  proper  maintenance.  The  cost 
keep  fenders  in  serviceable  condition  is  only  a  small  pa 
of  the  total  cost  of  the  equipment  maintenance,  b 
nevertheless  the  device  requires  constant  attention. 

Often  a  fender  will  be  damaged  in  service  by  hittii 
an  obstruction.     Though  this  damage  may  be  slight, 
is  essential  that  all  the  parts  should  be  looked  over  car 
fully  and  the  fender  tripped  several  times  by  means  i 
the  gate  before  the  car  is  returned  to  service.     Ignorii 
those  precautions  may  mean  a  fender  failure  at  a  critic 
moment.     This  possibility  of  failures  can  be  lessened 
a  marked  degree  by  checking  the  height  of  the  aprc 
and  gate  and  their  freedom  of  operation  every  night  ( 
every  second  night.     It  is  also  important  to  see  that  tl 
fender  will  pick  up  and  latch  securely.    Often  a  fendi 
will   be   tripped    in    service,   and   afterward,    due   to 
faulty  latch,  it  cannot  be  held  up  in  position.    This  mi 
cause  its  total  destruction  if  the  trouble  is  not  detecte 
with  a  resultant  material  increase  in  the  maintenance  cos 


Financial  Status  Improved  by  Better 
Maintenance 

STANDARDS  of  maintenance  have  changed  radical 
during  the  past  25  years,  but  not  more  than  have  tl 
standards  of  service  that  are  adhered  to  by  the  mo 
progressive  electric  railways.  Early  in  the  present  cei 
tury  car  failures  were  looked  on  with  a  certain  cor 
placence.  and  were  considered  more  or  less  as  unavoidab 
evils.  With  the  change  that  has  taken  place  in  the  cha 
acter  of  service  it  has  become  recognized  more  and  mo 
that  the  public  is  intolerant  where  failures  of  railwj 
service  are  involved. 

The  easiest  way  to  reduce  failures  in  service  is  to  r 
place  old  parts  with  new  at  the  first  sign  of  destructii 
wear.  This  is  not  always  feasible,  and  occasionally  it 
necessary  to  keep  equipment  in  service  for  many  yea 
longer  than  would  ordinarily  seem  desirable.  An  ii 
stance  of  this  is  seen  in  the  New  York  &  Queens  Coun 
Railway,  particularly  with  regard  to  its  motor  equipmer 
When  its  cars  were  purchased,  more  than  25  years  ag 
the  motors  were  as  good  as  the  art  afforded.  Not  on 
are  these  motors  hopelessly  out  of  date  today,  but  unl 
quite  recently  they  had  been  allowed  to  go  without  ev( 
ordinary  care.  As  a  result  failures  were  far  too  frequei 
and  the  service  suffered  accordingly. 

It  was  not  possible  to  purchase  new  cars  or  ne 
motors,  so  the  present  management  decided  to  make  tl 
best  of  the  bargain  and  do  away  with  the  hand-to-moul 
repairs  that  had  become  the  practice.  Enough  mone 
was  spent  on  the  motors  not  only  to  restore  them  ; 
nearly  as  possible  to  their  original  condition,  but  in  son 
respects  to  make  them  approach  modern  practice.  Tl 
article  by  Thomas  V.  Campbell  in  this  issue  tells  ho 
thoroughly  this  work  has  been  done. 

Ordinarily  it  would  not  pay  to  spend  as  much  mont 
on  rehabilitating  old  equipment  as  was  done  here.     Bi 


May  19,  1928 


ELECTRIC  RAILWAY  JOURNAL 


799 


in  the  present  instance  it  was  manifestly  impossible  to 
obtain  new  capital.  The  repairs  will  permit  the  motors 
to  give  further  reliable  service.  The  maintenance  costs 
have  been  reduced  to  normal.  There  has  been  about 
1,000  per  cent  increase  in  bearing  mileage  ahd  75  per 
cent  reduction  in  electrical  failures.  These  are  im- 
portant factors  in  the  maintenance  of  regular  schedules, 
and  consequently  in  the  increased  patronage  now  coming 
to  the  company.  Furthermore,  the  improvement  in  the 
company's  financial  status  may  make  it  possible  later  on 
to  finance  new  equipment  where  today  that  is  impossible. 


Equipment  Designers  Should  Follow  Closely 
the  Problems  of  Operation 

COMPLAINT  is  sometimes  made  by  manufacturers 
that  their  equipment  fails  because  it  is  improperly 
maintained.  Often,  however,  it  will  be  found  that  suffi- 
cient attention  has  not  been  given  by  the  designer  to 
making  maintenance  easy.  If  parts  are  to  be  inspected 
properly  they  must  be  accessible.  If  lubrication  is  needed 
there  should  be  ample  provision  for  it.  The  parts 
should  be  sufficiently  rugged  so  they  will  not  be  damaged 
easily  by  unskilled  workmen. 

An  example  of  unfamiliarity  of  the  designer  with 
maintenance  occurred  recently  in  connection  with  some 
equipment  which  had  a  shaft  rotating  at  low  speed.  A 
pressure  grease  lubricating  system  was  installed  for  the 
two  bearings  at  the  ends  of  the  shaft.  As  the  shaft  was 
short,  the  grease  cup  was  placed  at  the  center  and  the 
lubricant  was  supposed  to  work  toward  each  end.  Only 
one  end  of  the  shaft  was  visible  to  the  greaser.  As  it 
happened,  the  bearing  at  this  end  had  more  clearance 
than  the  invisible  bearing.  The  workman  forced  grease 
in  until  it  could  be  seen  coming  out  of  the  end  which 
was  visible  and  assumed  that  the  other  end  also  was  re- 
ceiving its  share.  .Seizing  of  the  bearing  at  the  far  end 
soon  resulted  in  serious  damage  to  the  shaft  and  bearing. 
When  the  apparatus  was  taken  apart  for  repairs  it  was 
found  that  sufficient  grease  had  not  reached  the  damaged 
parts.  Equipment  gives  best  service  which  is  worked  out 
after  close  study  of  the  conditions  under  which  it  must 
be  maintained. 


Decentralization  Urged 
by  Regional  Plan  of  New  York 

SPENDING  a  billion  dollars  for  subway  construction 
in  the  next  fifteen  years  will  not  solve  the  transit 
problem  in  New  York  City.  Such  is  the  conclusion 
reached  in  a  comprehensive  report  on  transportation  re- 
cently published  by  the  Regional  Plan  of  New  York  and 
Its  Environs.  The  reference  to  an  expenditure  of 
$1,000,000,000  includes  the  Transit  Commission  plan  of 
1922  calling  for  extensions  to  existing  systems  to  cost 
at  least  $306,000,000,  and  the  Board  of  Estimate  pro- 
posal of  1925,  requiring  the  expenditure  of  $543,000,000 
for  an  independent  mvmicipal  system.  The  report  points 
out  that  the  subways  have  never  been  able  to  keep  pace 
with  the  demand  for  their  use,  and  that  the  building  of 
new  subways  to  feed  the  present  congested  areas  merely 
makes  congestion  worse.  Additional  facilities,  instead  of 
being  planned  to  carry  people  to  and  from  districts  that 
are  already  overcrowded,  should  be  planned  to  encourage 
a  better  balanced  distribution  of  industry  and  population. 
Despite  the  remarkable  development  of  skyscrapers  in 


the  downtown  section  of  the  city,  and  more  recently  in 
the  midtown  section,  the  average  height  of  buildings  on 
Manhattan  Island  is  still  comparatively  low.  Yet  some 
3,000,000  persons  now  enter  Manhattan  south  of  59th 
Street  on  a  typical  business  day.  If  the  policy  of  concen- 
tration continues,  congestion  will  become  worse.  At 
present,  however,  there  is  no  indication  of  a  halt.  The 
purpose  of  all  the  transit  plans  thus  far  proposed  is  to 
concentrate  traffic  in  the  congested  portions  of  lower 
Manhattan,  because  that  is  where  the  majority  of  the 
passengers  now  desire  to  go.  Rather  than  to  foster  this 
trend,  the  report  recommends  that  additional  facilities  be 
.so  arranged  that  there  will  be  gradual  dispersion  of 
traffic  among  a  multiplicity  of  subcenters. 

It  is  pointed  out  that  this  probably  can  best  be  attained 
by  developing  a  system  of  belt-line  and  by-pass  routes 
that  would  encourage  a  more  desirable  distribution. 
Only  under  a  unified  transit  system  for  the  entire  city 
could  such  routes  be  developed  successfully.  With  inde- 
pendent operation  the  tendency  is  always  to  tap  the  areas 
of  greatest  congestion  in  order  to  secure  the  maximum 
amount  of  business  in  the  minimum  time.  All  means 
of  transportation,  according  to  the  report,  should  be 
planned  to  furnish  direct  routes  not  only  to  the  older 
business  centers  but  to  the  new  ones  which  are  arising 
or  may  be  expected  to  develop.  Short  hauls  between 
residences  and  places  of  work  are  advocated  as  a  means 
of   relieving  congestion. 


Builders  of  Great  Industries  Are  Entitled 
to  Fitting  Rewards 

Be.  COBB,  Samuel  Ferguson  and  M.  S.  Sloan  are 
•  among  the  men  in  the  utility  industry  who  have 
deemed  it  judicious  recently  to  raise  their  voices  against 
the  constantly  growing  tendency  of  government  to  inject 
itself  into  business.  Although  the  point  of  view  ex- 
pressed by  these  utility  executives  is  quite  similar,  the 
particular  interest  of  transportation  men  attaches  to  the 
remarks  of  Mr.  Cobb  because  of  his  position  as  chairman 
of  the  electric  railway  Advisory  Council. 

Mr.  Cobb  spoke  before  the  Chamber  of  Commerce  at 
Jackson,  Mich.  His  subject  was  "Michigan  and  Her 
Public  Utilities."  In  the  course  of  his  remarks  he  said 
some  things  about  those  who  would  create  an  "Electric 
Trust"  bogey  man,  and  the  propensity  of  government  to 
interfere  with  business,  that  were  very  much  to  the  point. 
Mr.  Cobb  is  proud  of  his  country,  but  he  is  not  proud 
of  the  mess  it  has  made  of  the  handling  of  the  merchant 
marine.  He  is  not  proud  of  certain  other  governmental 
activities  that  might  better  be  left  to  other  hands.  He 
reminded  his  audience  not  to  forget  that  when  their  fore- 
fathers wrote  the  Constitution  they  intended  that  the 
government  should  stay  out  of  business.  Many  there  are 
who  think  our  forefathers  were  wrong  in  what  they  did, 
but  Mr.  Cobb  does  not  think  so.  As  he  sees  it,  tie  men's 
hands,  crush  down  their  spirit  by  governmental  inter- 
ference and  operation,  take  away  the  reward  for  work 
well  done,  and  the  incentive  .to  do  is  killed. 

Like  many  other  men,  Mr.  Cobb  is  unable  to  understand 
why  the  desire  should  exist  to  throw  a  brick  at  the  elec- 
tric industry,  the  industry  that  has  done  more  in  the  past 
ten  years  for  the  advancement  of  American  manufacture 
and  American  labor  than  any  other  industry  in  the  coun- 
try. It  certainly  is  a  queer  manifestation,  this  one  in  the 
United  States,  that  looks  with  suspicion  upon  the  men 
who  build  great  industries. 


MOTOR  REHABILITATION  #  ♦ 

Decreases  Troubles 


By  Thomas  V.  Campbell 

Superintendent  of  Maintenance  of  Fisk  &,  Roberts 

Consulting  Engineers  and  Managers  New  York  8C  Queens  County  Railway 

Woodside,  N.  Y. 


WHAT  can  be  accomplished 
to  solve  the  problem  of  ex- 
cessive motor  maintenance 
costs?  The  answer  is  afforded  in 
the  experience  of  the  New  York  & 
Queens  County  Railway  in  increas- 
ing the  life  of  armature  and  axle 
bearings  and  decreasing  field  and 
armature  failures.  The  life  of  bear- 
ings has  been  prolonged  tenfold  and 
electrical  failures  reduced  75  per 
cent  as  a  result  of  a  complete  motor 
rehabilitation  program  involving 
welding  and  reboring  of  armature 
and  axle  bearing  fits,  dipping  and 
baking  armatures  and  fields  and  in- 
stalling a  new  method  of  bearing 
lubrication. 

Rebuilding  of  GE-80  Motors 

Early  in  1902  twenty-eight  double- 
truck  cars  with  GE-80  four-motor 
equipments  were  put  in  regular  serv- 
ice on  the  various  divisions  of  the 
railway.  The  usual  practices  were 
followed  in  maintaining  the  bearings, 
and  mileage  was  consistent  with  the 
grade  of  bearings  used.  However, 
in  1925  an  epidemic  of  broken  bear- 
ings resulted  in  a  heavy  increase  in 
maintenance  costs  and  a  reduction  in 
the  mileage  per  bearing  from  ap- 
proximately 80,000  to  15,000.  After 
a  careful  study  of  the  underlying 
reasons  for  the  breakage  it  was  de- 
termined that  the  cause  was  abnor- 
mal wear  on  the  upper  armature  bear- 
ing housing,  axle  bearing  housing  and  caps,  which  permit- 
ted the  bearings  to  shift  from  their  correct  position. 

Immediate  steps  were  taken  to  prevent  this  bearing 
destruction  and  to  restore  the  cost  of  maintenance  to  a 
normal  basis.  Although  ample  electric  welding  facilities 
were  available  for  the  building  up  of  the  worn  parts,  it 
was  nevertheless  found  that  there  was  no  machine  in 
the  shop  suitable  for  the  boring  process.  A  machine 
that  had  been  used  for  similar  work  on  another  type  of 
motor  was  purchased  and  a  number  of  mechanical 
changes  were  made  so  that  it  would  be  suitable  for  the 
reboring  of  GE-80  motors.  When  these  changes  were 
completed  and  the  machine  was  installed  in  its  perma- 
nent location,  plans  were  formulated  and  schedules 
arranged  for  a  systematic  rehabilitation  of  the  entire 
group  of  motors. 


Bake  ovens  showing  si) 
ing.     The 


iding  doors,  counterweights  and  motors  being  entered  for  preheat- 
heater  control  switches  can  be  seen  on  the  brick  wall 


Electric  welding  was  u.sed  to  build  up  the  worn  sur- 
face of  the  armature  housing.  This  permitted  a  new 
bore  i  in.  less  in  diameter  than  that  furnished  by  the 
manufacturers.  This  was  done  in  order  to  avoid  the 
purchase  of  heavy  bronze  bearings,  thus  effecting  a  sub- 
stantial saving.  The  lighter  casting  fitted  to  the  new 
bore  has  shown  a  large  increase  in  mileage. 

To  correct  the  axle  liner  housing  and  cap  wear,  it 
was  decided  to  build  up  the  surface  by  electric  welding 
to  such  a  degree  that  it  could  be  rebored  to  its  original 
size.  This  was  necessary  because  the  axle  linings  used 
on  these  motors  are  designed  with  a  wall  only  ^  in.  thick 
on  account  of  being  used  on  a  5-in.  axle.  The  bearing 
would  not  have  sufficient  strength  if  the  bore  were  de- 
creased, as  was  done  on  the  armature  bearing  housing. 

The   welding   current   was   obtained    from    a   30-kw. 


800 


Mav  19,  1928 


ELECTRIC  RAILWAY  JOURNAL 


801 


■-■■Connections  for  motors— ^r- 


Safefy  valve 


Arrangement  of  piping  for  painting  motor  frames  and  fields 

motor-generator  set  manufactured  by  the  Allegemeine 
Elektricitats  Gesellschaft,  the  generator  being  designed 
to  operate  up  to  65  vohs  and  deliver  a  maximum  of  460 
amp.  The  motor  operates  from  the  500-volt  shop  cir- 
cuit. The  welding  metal  was  laid  on  the  surface  longi- 
tudinally, and  the  rough  edges  were  later  trimmed  of? 
with  an  electric  motor-driven  portable  emery  wheel.  The 
motor  frame  was  then  ready  to  be  finished  in  the  boring 
machine.  The  cutting  tools  of  this  machine  are  attached 
to  the  ends  of  the  boring  bars,  and  the  centers  of  these 
bars  are  adjusted  to  the  axle  and  armature  shaft  bearing 
centers  furnished  by  the  motor  manufacturer.  Since  the 
lower  halves  of  the  motor  frames  were  not  to  be  rebored, 
it  was  possible  to  install  permanently  the  lower  half  of  a 
GE-80  motor  frame  on  the  traveling  bed  of  the  mill  in 
correct  alignment.  This  simplified  the  set-up  and  elimi- 
nated the  necessity  of  lining  up  each  top  half,  it  being 
merely  bolted  to  the  lower  half.  A  cast-iron  drum  or 
jig  was  made  up  and  installed  between  the  two  halves 
of  the  motor  frame  at  the  field  poles.  This  assured  the 
proper  distance  between  the  shaft  centers  and  the  field 
poles.      This   jig   has   a   bronze   bushing   in   the   center 


through  which  the  boring  bar  passes,  eliminating  whip- 
ping. Two  wrought-iron  braces  were  forged  and  bolted 
to  the  angle  projection  of  the  traveling  bed  to  take  care 
of  the  strain  caused  by  boring  all  four  housings  at  the 
same  time.  Holes  were  cut  in  the  permanent  half  of 
the  motor  frame  to  permit  snap-gaging  the  bores  on  the 
pinion  end  during  the  machining  process.  The  regular 
openings  provide  a  means  for  accomplishing  the  same 
result  on  the  commutator  end.  The  machine  is  driven  by 
a  direct-connected   500-volt  motor. 

Lubrication  of  Bearings 

After  careful  consideration  it  was  decided  to  adopt  the 
Rico  vacuum  oiling  system  and  make  the  necessary  bear- 
ing housing  changes  to  accommodate  the  apparatus  while 
the   motor    frames   were   being   rebored.      This   method 


Section  of  welding  room  showing  generators  of  30-kw. 
motor-generator  set 


Field-coil  assembly  stand  with  finished  motor  frames  and  pinion- 
end  connections  for  painting  GE-80  and  GE-210  motor  frames. 
The  built-up  jib  crane  is  also  adjacent  to  bench 


was  considered  far  superior  to  the  former  one,  since 
the  employee  engaged  in  the  lubricating  and  inspection 
of  bearings  is  guided  by  a  specified  standard. 

The  opening  in  the  armature  bearing  housing  waste 
window  had  to  be  reduced  to  1x3^  in.,  and  a  lx3-in.  slot 
was. left  in  the  housing.  Plates  ^  in.  thick  welded  to  the 
outer  edges  of  the  slots  in  an  angular  position  in  the 
waste  chambers  form  a  funnel  which  permits  the  oil- 
saturated  waste  to  fall  by  gravity  to  the  point  of  con- 
tact. Similar  changes  were  made  in  the  axle  housing 
to  accommodate  the  new  oiling  system.  In  addition  to 
the  change  in  the  top  part  of  the  axle-bearing  housing, 
the  larger  waste  window  in  the  axle  cap  was  closed 
entirely  by  a  -J-in.  plate  welded  to  the  sides.  This  per- 
mitted changing  the  design  of  the  bearings  so  that  the 
upper  and  lower  halves  of  the  axle  liner  would  be 
identical  and  thereby  interchangeable.  This  is  obviously 
a  great  advantage ;  the  greatest  wear  occurs  on  the  top 
half  of  the  bearing,  because  most  of  the  weight  is  sus- 
pended through  the  top  half  to  the  axle  and  the  pressure 
IS  increased  when  the  motor  is  in  operation  in  one.  direc- 
tion. 

After  the  various  parts  of  the  motor  are  welded  and 
machined,  they  are  stenciled  with  a  number  correspond- 
ing to  the  manufacturer's  number  appearing  on  the 
motor  frame.  This  is  done  to  eliminate  errors  in 
assembling  motors  with  parts  which  have  not  been  ma- 
chined together. 


802 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.: 


Horizontal  boring  machine  showing  the  two  boring  bars  and 
upper  half  of  GE-80  motor  frame  bolted  to  lower  half  per- 
manently fastened  to  the  traveling  bed 

After  the  boring  process  is  completed  the  frame  is 
removed  from  the  boring  mill  and  transported  to  the 
field  assembly  bench.  The  framework  of  this  bench  is 
made  of  3x3^-in.  angles  and  is  22  in.  high,  30  in.  wide 
and  12  ft.  long.  This  framework  is  covered  by  ^x6-in. 
steel  strips  riveted  to  it.  A  built-up  jib  crane  25  ft. 
high  is  located  adjacent  to  this  bench  and  is  designed 
with  a  6-in.  I-beam  boom  12  ft.  long  that  will  handle 
the  motors  on  this  and  the  adjacent  painting  bench.  The 
crane  is  made  from  6-in.  channels  and  tied  together  with 
^x6xl2-in.  plates.  The  weight  is  carried  on  a  pivot 
plate  12xl2x|  in.  which  is  bolted  to  the  floor  and  allows 
for  free  movement  of  the  boom.  The  boom  is  reinforced 
with  a  1-in.  round  iron  rod  fastened  to  one  end  and  to 
the  gaff.  Adjustment  is  made  by  a  turnbuckle.  A  2-ton 
chain  hoist  and  a  2-ton  air  hoist  provide  the  motive  power 
for  lifting. 

After  the  motor  frame  is  placed  on  the  assembly 
bench,  it  is  blown  out  and  cleaned  thoroughly.  The  field 
coil  seats  are  smoothed  and  all  projections  are  removed. 
Then  the  frame  is  painted.  Impregnated  field  coils  are 
installed  and  bolted  in  place.  Care  is  exercised  to  see 
that  the  field  coil  springs,  oil  canvas  liners,  side  and  top 
shields  are  in  proper  position.    The  connections  are  then 


made  for  internal  and  external  use.  The  two  halv 
of  the  motor  frame  are  now  bolted  together  and  seah 
with  a  canvas  gasket.  All  drain  holes  are  plugged  wii 
wood,  and  specially  constructed  casting  with  a  1-i; 
pipe  connection  in  its  center  is  fitted  to  the  pinion  en^ 
The  assembled  motor  frame  is  now  ready  to  be  tran 
ferred  by  a  hand  truck  to  the  baking  oven,  where  it 
heated  at  100  deg.  C.  for  about  seven  hours.  . 

Construction  of  Baking  Oven 

The  oven  is  made  of  furnace  brick  supported  by  a  ste 
framework.  It  is  13  ft.  10  in.  long,  10  ft.  2  in.  wid 
6  ft.  high  and  is  divided  into  two  equal  compartment 
The  vertical  walls  are  9  in.  thick.     T-beams  spaced  < 


Painting  stand  with  four  GE-80  motors  installed  in  vertical 
position  ready  for  internal  painting 


Three  stages  in  changing  the  waste  window  of  GE-80  axle  a 
on  left.  Center,  M-in.  plate  installed  and  ready  for  weldin 
Right,  welding  completed. 


10-in.  centers  form  the  ceiling  framework,  which  is  fille 
in  with  firebrick.  Each  compartment  is  heated  with  2 
double  coil  electric  heaters  arranged  in  four  circuits  coi 
trolled  by  individual  switches.  The  front  of  each  con 
partment  is  inclosed  by  a  door  made  from  No.  16  ga^ 
sheet  steel.  The  space  between  the  inside  and  outsic 
sheathing  is  filled  with  magnesia  blocks.  The  doors  a: 
raised  and  lowered  vertically  and  are  counterweighte 
with  a  piece  of  5-in.  car  axle  suspended  on  a  -J-in.  stei 
cable  passing  over  pulleys.  The  end  guide  for  thes 
doors  is  made  of  two  angles  that  form  a  Z  bar  with 
plate  bolted  to  it.  The  center  guide  is  built  up  of  tw 
plates  with  1^-in.  spacers,  thus  providing  a  double  guid 
to  accommodate  both  doors. 

Painting  Motor  Frames  and  Fields 

After  the  preheating  the  motor  frames  are  remove 
from  the  oven  and  placed  in  a  vertical  position  on  a  spe 
cially  constructed  rack.  The  pipe  connection  that  wa 
inserted  in  the  frame  before  baking  is  now  pointed  dowr 
ward.  This  rack  is  adjacent  to  the  field  assembly  stanc 
Its  framework  is  made  from  3x3^-in.  angles  and  is  17  ii 
high  and  the  same  length  as  the  assembly  stand.  Thi 
steel  framework  supports  individual  wood  frames  nuul 
of  oak,  each  designed  to  support  one  motor  safely  in 
vertical  position.  The  stand  will  accommodate  four  mc 
tors.  Directly  under  it  and  beneath  the  floor  is  a  100  ga 
tank  in  which  the  insulating  paint  is  stored.  A  3-ir 
header  extending  the  entire  length  of  the  rack  is  installe 
below  this  rack  and  is  connected  to  the  top  of  the  tanl 


May  19,1928 


ELECTRIC  RAILWAY  JOURNAL 


803 


Vertical  risers  are  tapped  off  of  this  header  under  each 
motor.  A  union  connection  and  valve  installed  on  the  end 
of  these  risers  permits  connecting  the  motor  to  the  paint 
supply  pipe  and  controlling  the  paint  outlets.  The  lOO-lb. 
shop  air  line  is  connected  to  the  bottom  of  the  tank 
through  a  reducing  valve,  gage  and  supply  valves.  This 
air  pressure  is  reduced  to  approximately  10  lb.  When 
the  motor  frames  are  in  their  proper  position  and  the 
pipe  connections  are  made,  the  air  pressure  is  increased  in 
the  tank,  forcing  the  paint  into  the  motor  frame  to  a 
height  above  the  field  coils.  The  paint  remains  in  the 
motor  frame  until  its  temperature  decreases  to  about  20 
deg.  C,  measured  by  a  thermometer.  Then  it  is  drained 
back  into  the  storage  tank  by  releasing  the  air  pressure. 

Final  Operations 

When  the  paint  is  drained  thoroughly  the  motor  frame 
is  disconnected  and  returned  to  the  assembly  rack.  It  is 
opened  and  all  sealing  material  and  fixtures  removed  from 
the  pinion  end.  The  laminated  pole  faces  are  now  cleaned 
thoroughly  vv'ith  gasoline  to  remove  excess  paint  and  as- 
sure a  clear  surface.  An  overhauled  armature  with  its 
newly-fitted  bronze  bushing  is  then  inserted.  Redesigned 
axle  liners  are  placed  at  the  same  time  and  secured  by  the 
lower  cap  to  keep  them  intact  until  they  are  placed  in 
the  truck.  Next  the  completed  motor  is  placed  on  the 
floor,  and  power  is  applied  intermittently  through  a  con- 
troller, the  motor  being  run  in  each  direction  for  several 
minutes.  This  makes  certain  that  the  bearings  are  fitted 
properly,  that  no  undue  heating  will  develop,  and  that  the 
electrical  work  has  been  performed  properly. 

The  painting  equipment  was  developed  for  this  prop- 
erty by  the  Fisk  &  Roberts  management  primarily  to 
safeguard  the  fields  against  premature  breakdowns.  Some 
(if   the  tracks  are  laid  through  a  section  which  is  not 


1-...J 


Sketch  showing  angular  plates  installed  in  armature  bearing  lining 

drained.  The  result  is  that  these  tracks  are  often  cov- 
ered by  water  4  to  10  in.  deep.  The  painting  process  has 
practically  eliminated  failures  due  to  this  cause. 

Overhauling  GE-210  Motors 

In  1910  twenty  double-truck  cars  with  GE-210  two- 
motor  equipments  were  placed  in  service.  Since  then 
they  have  been  operating  continuously.  Early  in  1924 
some  wear  developed  in  the  armature  bearing  housing. 
We  decided  not  to  build  up  the  housing  as  was  done  with 
the  GE-80  motors  but  to  rebore  it  to  a  large  diameter 
and  install  an  oversize  bronze  bushing. 


GE-80  bearing  fits  welded  and  ready  for  machining 

Careful  study  was  given  to  the  fields  of  these  motors, 
especially  their  support  and  painting.  The  field  support 
originally  supplied  by  the  manufacturer  was  abandoned 
and  a  spring  support  substituted.  This  change  was  made 
to  obtain  a  fixed  tension  on  the  field  coil  between  the  up- 
per and  lower  points  of  contact.  Prior  to  this  change  a 
number  of  field  coils  loosened,  caused  by  the  drying  out 
of  the  insulation  material.  They  worked  about  so  that 
the  insulation  became  worn  and  finally  the  field  grounded. 
To  install  the  new  spring  support  it  was  necessary  to  cut 
away  a  portion  of  the  old  one  and  use  it  between  the  pole 
pieces  and  the  motor  frame.  This  had  to  be  done  to 
obtain  the  proper  air  gap.  The  remaining  portion  was 
discarded  and  a  spring  substituted  that  maintains  a  con- 
stant tension  in  the  field  coils  at  all  times.  As  a  result, 
the  insulation  wear  caused  by  loose  fields  is  eliminated. 

After  this  field  work  was  completed  the  pinion  end  of 
the  motor  was  provided  with  a  fixture  having  a  pipe  con- 
nection, all  holes  were  sealed,  and  the  same  procedure 
followed  as  with  the  painting  process  on  the  GE-80 
motors. 

Overhauling  of  Armatures 

All  GE-80  armatures  are  inspected  carefully  and, 
where  necessary,  they  are  rebuilt  complete  with  new 
shafts,  coils  and  commutators.     After  an  armature  core 


GE-80  bearing  fits  machined  and  ready  for  bearings 


804 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  N 


leaves  the  machine  shop  the  slots  are  either  filed  or 
ground  smooth  with  an  emery  wheel.  Next  the  end  bells 
are  insulated  with  shellacked  red  pressed  paper.  Then 
fabric  impregnated  with  an  insulating  compound  is  placed 
over  the  fed  paper  and  the  coil  slots  insulated  with  fish 
paper.  After  this  the  new  coils  are  installed  in  the  slots, 
being  paraffined  liberally  to  eliminate  unnecessary  pound- 
ing and  prevent  short  circuits.  A  piece  of  fish  paper  is 
placed  between  the  upper  and  lower  coils,  and  mica  is  in- 
serted at  the  end  of  the  slot  against  the  edge  of  the 
laminations  to  prevent  the  coils  from  being  injured  at  the 
point  of  exit  from  the  slot.  The  coil  ends  are  then 
inserted  into  their  proper  commutator  ears. 

Heating  of  the  commutator  for  soldering  is  done  by  a 
gas  flame  that  is  directed  on  a  remote  section.  When  the 
soldering  is  completed  the  winding  is  again  tested  for 
grounds,  open  and  short  circuits.  The  armature  is  next 
removed  to  the  banding  lathe,  where  temporary  bands  are 
put  over  the  flat  steel  plates  installed  on  the  top  of  each 
coil.  This  assures  that  the  banding  pulls  the  coils  well 
down  into  the  slots.  The  armature  is  then  placed  in  the 
baking  oven  and  heated  at  a  temperature  of  120  deg.  C. 
for  three  hours.     Afterwards  the  temporary  bands  are 


removed  and  permanent  bands  put  on.  This  metho^ 
banding  draws  the  coils  into  a  solid  mass,  prever 
movement  which  usually  results  in  an  open  circuit.  A 
the  banding,  the  armature  is  returned  to  the  oven  t 
baked  for  four  hours  at  a  temperature  of  120  deg.  C 
is  then  taken  out  of  the  oven  and  placed  in  the  ban 
lathe  and  thence  revolved  in  a  bath  of  insulating  p 
and  paint  is  poured  liberally  into  the  coils.  After 
the  armature  is  baked  for  30  hours  at  120  deg.  C 
evaporate  all  moisture.  It  is  then  fitted  with  new  ai 
ture  bearings  and  placed  on  a  rack  until  needed 
service. 

This  plan  of  motor  rehabilitation  has  reduced 
maintenance  costs  to  a  normal  basis  and  has  resulte 
about  1,000  per  cent  increase  in  bearing  mileage  an( 
per  cent  reduction  in  electrical  failures.  This  reha 
tation  was  one  of  the  important  features  of  the  prog 
adopted  by  Fisk  &  Roberts  in  resuscitating  this  prop( 
Its  successful  outcome  is  recognized  as  an  important 
tor  in  present  operation,  particularly  the  maintenanc 
regular  schedules,  and  is  a  contributing  cause  of 
healthy  increase  in  patronage  now  coming  to  the  car 
this  company. 


Some  Equipment  Maintenance  Notes 
from  Atlanta 


WHEN  controllers  are  overhauled  in  the  shops  of 
the  Georgia  Power  Company,  Atlanta,  Ga.,  all 
parts  are  sand  blasted  and  cleaned,  after  which  worn 
parts  are  renewed  and  put  in  perfect  condition.  The 
sand  blasting  method  of  cleaning  has  proved  of  great 
advantage.  Motor  rehabilitation  includes  the  cleaning 
and  repainting  of  all  parts.  Fields  are  taken  out  and 
reinsulated,  dipped,  baked  and  tested.  Trucks  are  dis- 
mantled so  that  all  worn  parts  can  be  inspected  regularly. 
Compressors  are  overhauled  every  eighteen  months  and 
air-brake  equipment  is  cleaned  on  a  six  months  program. 

Systematic  inspection  of  various  car  equipment  parts 
is  facilitated  by  the  report  and  record  system.  Each 
conductor  or  operator  makes  a  daily  record  which  em- 
braces the  performance  of  the  car  from  the  time  it  leaves 
the  carhouse  until  its  return.  The  superintendent  of 
equipment  receives  the  statements  and  uses  them  as  a 
basis  for  his  inspection  procedure.  As  a  result  of  this 
method  motor  troubles  have  decreased  considerably. 
There  were  but  twelve  in  1926  as  compared  with  271 
in  1921,  or  a  95.6  per  cent  decrease.  There  were  a  total 
of  331  hot  journal  troubles  in  1921,  and  but  seven  in 
1926.  Hot  armature  bearings  have  been  reduced  from 
45  in  1921  to  three  in  1926. 

Other  interesting  figures  show  a  decrease  in  controller 
troubles  to  21  in  1926  as  compared  with  292  in  1921. 
Brake  slack  adjusters  and  other  improvements  incorpo- 
rated in  the  new  cars  have  reduced  brake  failures.  There 
were  397  in  1921,  and  only  26  in  1926.  In  addition  to 
the  installation  of  slack  adjusters  PV  brake  valves  were 
installed  and  all  brake  cylinder  packing  leathers  were 
renewed. 

In  connection  with  one-man  car  operation  there  was 
at  first  some  complaint  of  stiffness  of  brake  valves  which 
was  found  to  be  due  to  the  system  of  lubrication.  This 
was  remedied  by  the  installation  of  Dot  pressure  lubri- 
cators.   These  were  placed  on  top  of  the  valve  stem.    On 


four-motor  cars,  line  breakers  and  LB  type  contn 
handles  have  been  installed,  which  has  eliminated  fl 
overs  from  the  platform  controller.  The  line  bre; 
equipment  is  designed  so  that  the  controller  handle  r 
be  stopped  on  the  first  point  during  acceleration,  j 
minum  cell-type  lightning  arresters  have  replaced  i 
type  arresters  and  have  reduced  damages  from  lighti 
from  1533  in  1921  to  0  in  1926.  Behind  this  100 
cent  new  car  and  rehabilitation  program  is  a  thorou; 
modernized  car  shop. 

Recently,  a  new  method  of  car  cleaning  has  been  in 
duced  by  which  the  units  are  cleaned  without  the  neces 
of  bringing  them  into  the  carhouse.  Cars  are  dry  wi 
instead  of  being  washed  and  waxed.  Commencing  \ 
the  first  of  1927  the  company  reduced  its  car  pain 
interval  from  24  months  to  20  months.  Cars  are  wa 
every  six  months  and  are  swept  and  cleaned  every  1 
they  return  to  the  carhouse. 

Additional  saving  has  been  brought  about  by  instal 
Economy  meters  on  all  units  at  an  installation  cost 
$27,000.  Operation  was  begun  in  February,  1926,  wl 
resulted  in  saving  of  energy  at  the  car  of  2,950, 
kw.-hr.  which  translated  into  operating  expense  i 
saving  of  $30,000.  During  the  first  month  that  tl 
meters  were  in  operation,  that  is,  February,  1926, 
consumption  of  energy  per  average  car-mile  was  redi 
4.13  per  cent  below  the  amount  consumed  prior  to 
date,  and  in  December,  1926,  due  to  increased  interest 
the  part  of  the  personnel,  there  was  a  13.10  per  cent 
crease  in  the  amount  consumed  as  compared  to  the  pei 
prior  to  meter  installation. 

As  another  economical  adjunct  to  the  car  operat 
a  new  12  cu.yd.  sand  car  with  a  160  cu.ft.  compre; 
and  other  equipment,  has  been  introduced.  This 
mounted  on  an  old  express  car.  The  tank  is  filled 
gravity  from  the  dry  sand  bin  and  is  unloaded  by  a 
pressed  air  into  elevated  tanks  or  bins  at  the  carhous< 


Wheel,  Gear  and  Axle 


MAINTENANCE 


For  efficient  maintenance  of  these  parts  on 
the  Brooklyn-Manhattan  Transit  lines,  the 
most  modem  machine  tools  have  been  in- 
stalled in  the  Coney  Island  shops.  Careful 
grouping  of  machines  eliminates  rehandling 


in  Brooklyn 


By  Clarence  W.  Squier 

Associate  Editor  Electric  Railway  Journal 


* 


Every  axle  that  does  not  go  to  the  grinding  machine  for  truing  is  tested  at  the  200-ton 
hydraulic  press.     If  bent,  tiiis  machine  provides  a  quick  means  for  straightening 


DUE  to  the  large  volume  of  wheel,  gear  and  axle 
I  inspection  and  repairs  on  most  electric  railways, 
and  to  the  necessity  for  repeating  maintenance 
operations  continually,  the  work  is  placed  on  a  production 
basis  more  often  than  other  railway  maintenance  proce- 
dures. As  a  result  it  is  quite  common  to  find  wheel  and 
axle  work  done  in  sections  of  the  shop  set  apart  for 
this  purpose.  The  wheel  press,  boring  mill,  axle  lathe 
and  wheel  lathe  universally  used  for  this  work  are  usually 
grouped  to  eliminate  unnecessary  handling.  With  the 
advantage  of  a  new  shop  at  Coney  Island  with  new 
machine  tools,  the  mechanical  department  of  the  Brook- 
lyn-Manhattan Transit  lines  has  been  able  to  perfect  a 
most  effective  department  for  this  work. 

The  wheel  and  axle  department  occupies  a  section  of 
the  shop  60x200  ft.     Not  all  of  the  machine  tools  for 

*This  is  the  third  article  oh  methods  used  and  equipment  in- 
stalled in  the  Coney  Island  shops  of  the  B.-M.T.  Corporation. 
Others  were  "Truck  Overhauling,"  published  April  21,  1928,  and 
"Intermediate  Truck  Repairs,"  published  May  5,  1928. 


which  space  is  provided  have  been  installed,  but  when 
completely  equipped  the  department  will  include  the  tools 
listed  in  the  accompanying  table.  A  large  section  just 
east  of  the  shop  provides  convenient  open  departmental 
storage  for  wheels,  axles  and  shafts.  This  material  is 
handled  by  overhead  electric  crane  and  electric  crane 
trucks  through  doorways  directly  to  boring  mills  or  lathes 
for  the  machine  work.  Mounted  wheels  that  come  from 
the  truck  overhauling  or  repair  departments  are  han- 
dled by  overhead  crane  and  enter  and  leave  the  section 
at  the  wheel  lathe  end.  The  entire  department  is  also 
served  by  a  7^-ton  overhead  traveling  crane,  while  groups 
of  machines  have  jib  cranes,  there  being  four  of  these  in 
the  department,  each  having  an  18-ft.  boom. 

Handling  Reduced  to  a  Minimum 

The  number  of  times  that  wheels  and  axles  are  handled 
and  the  amount  of  handling  equipment  has  been  kept  to 
a  minimum  by  particular  attention  to  location  and  group- 
ing of  machines.     Wheel  boring  is  done  in  the  central 


805 


806 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.: 


Wheel  mounting  and  check  gage 

When  mounting  new  or  newly  turned  wheels  after  one  wheel 
is  pressed  into  position,  the  stop  ^  or  B  of  the  mounting  gage 
is  placed  against  the  inside  of  the  flange  of  the  wheel  pressed 
in  position  and  the  corresponding  tread  stop  C  or  D  against 
the  tread  of  the  wheel.  The  second  wheel  is  pressed  onto  the 
axle  until  the  opposite  tread  stop  comes  in  contact  with  the  tread 
with  the  corresponding  gage  point  £  or  /■■  in  contact  with  the 
outside  of  the  flange. 

For  mounting  partly  worn  wheels  after  one  wheel  is  pressed 
into  position,  the  stop  G  or  H  oi  the  mounting  gage  is  placed 
against  the  side  of  the  flange  of  the  wheel  with  the  corresponding 
surface  /  or  /  resting  on  the  top  of  the  flange.  The  second  wheel 
is  then  pressed  onto  the  axle  until  the  opposite  stop  G  or  H  comes 
in  contact  with  the  inside  of  the  flange  of  the  wheel. 

In  checking  wheels  when  both  stops  C  and  D  will  not  rest  on 
the  treads  of  the  wheels,  they  are  out  of  gage. 


part  of  the  section.  Each  of  the  Sellers  48-in.  car  wheel 
boring  machines  has  two  built-in  jib  cranes.  While  one 
wheel  is  being  bored  another  is  picked  up  and  held  in 
position  by  one  of  the  cranes  to  be  swung  on  to  the  table 
of  the  mill,  as  soon  as  the  boring  of  the  wheel  in  the 
mill  is  completed.  The  other  jib  crane  with  the  pre- 
viously finished  wheel  in  suspension  deposits  it  on  a  truck 
placed  alongside. 

From  the  boring  mill,  wheels  to  be  mounted  on  axles 
go  to  the  Chambersburg  Engineering  Company  double- 
acting,  4(X)-ton,  hydraulic  wheel  press.  This  machine  is 
used  also  to  press  gears  on  and  off.  The  double  pressure 
heads  make  it  possible  to  dismount  both  wheels  from  a 
trailer  axle  without  the  necessity  of  removal,  after  one 
wheel  is  pressed  off,  in  order  to  turn  the  axle  for  pressing 
off  the  remaining  wheel. 

Hydrograph  chart  records  are  kept  of  each  pressing-on 
operation.  These  are  numbered  consecutively  for  each 
day's  work,  and  a  notation  is  also  made  on  each  record 
of  the  wheel  number,  the  man  that  fitted  the  wheel,  and 
the  diameter  of  its  bore.  Each  day's  records  are  put  in 
an  envelope  and  filed  by  dates.  If  it  is  necessary  to  con- 
sult the  records  for  a  particular  wheel  pressing  later,  the 


truck  overhauling  report  furnishes  the  date  wheels  we 
changed  and  number  of  the  wheels.  The  hydrogra] 
records  for  that  date  with  wheel  number  identify  the  pa 
ticular  operation.  In  addition,  a  book  record  for  ea 
pressing  is  kept  at  the  press.  When  filled  these  boo 
are  filed. 

Subway  motor  axles  have  a  seat  for  wheels  7^^  i 
to  7j%  in.  in  diameter,  and  trailer  axles  have  a  wheel  se 
of  6^  in.  to  6f  in.  in  diameter.  Pressures  for  forcii 
wheels  on  must  be  not  less  than  75  tons  nor  more  th; 
95  tons  for  motor  axles,  and  between  70  and  90  tons  f 
trailer  axles.  The  wheel  seat  for  a  standard  subw 
axle  may  vary  0.001  in.  plus  or  minus.  Wheels  are  bor 
0.001  in.  per  inch  of  diameter  smaller  than  the  axle.  Tl 
gives  a  pressing-on  pressure  of  from  10  to  12  tons  p 
inch  of  diameter.  Complete  information  regarding  whe( 
and  axle  fits  for  the  different  equipment  in  operatic 
pressing-on  pressures,  mating  of  wheels,  scrapping  diai 
eters,  etc.,  is  furnished  the  wheel  and  axle  department 
blueprint  form. 


Machine  Tools  for  Wheel  and  Axle  Section  of 
Coney  Island  Shops 

Two  extra  high  power  wheel  turning  lathes. 

Three  48-in.  heavy-duty  wheel  boring  machines. 

One  4(X)-ton  hydraulic  wheel-mounting  press. 

One  200-ton  hydraulic  axle-straightening  press. 

Three  40-in.  x  14-ft.  heavy-duty  geared-head  engine  lathes. 

Four  8-in.  LoSwing  axle  lathes. 

Two  12x96-in.  grinding  machines  for  axles. 

One  external  key  seater. 

Two  20-in.  wet  tool  grinders. 

One  axle-testing  stand  with  tanks. 

In  mounting  wheels  it  is  the  practice  to  have  bo 
wheels  on  the  same  axle  of  the  same  tape  size.  A  spec 
type  of  gage  is  used  for  gaging  wheels.  This  has  o 
side  for  gaging  new  and  newly  turned  wheels  and  t 
other  for  gaging  partly  worn  wheels.  New  and  new 
turned  wheels  are  gaged  from  throat  to  throat,  wh 
worn  wheels  are  gaged  from  back  to  back. 

As  the  wheels  used  on  the  rapid  transit  motor  ax! 
have  diameters  ranging  from  30^  in.  to  34^  in.,  and  gea 
have  outside  diameters  of  25  in.  to  27  in.,  it  is  possil 
to  support  the  wheels  at  the  rim  for  pressing  off.  A  c 
cular  yoke  has  been  supplied  by  the  manufacturer  of  t 
press  to  go  over  the  outside  of  the  gear  and  fit  betwe 
the  rim  of  the  wheel  and  the  center  frame  of  the  pre 


40')il4'HeayyautY  geared  ^-Pantl  box 

beac/  engine  lathe  -  v   ^^«  I  a   CD  1     I 


Rinel  box- 

I 

■KOton  Xpocify  ///'^f  j 

hydraulic  ccr  wheel U<-Jib  crane 
mounting  ptiess      ~ 


■/)xle  lathes  -..    Panelbot 


i  engine 

a 


^v- 


Incoming  w/tx/j  fcrhfhe  j 


Incoming  for  whe€t  hfhe 


"  '"^Pneumatic  lift  with 
f  swivtIinQ  saddlt 

CL.Track    ,^£xfra  high  power  car  wheel 

-''   turning  lathe- , 


46     _    „ 
duty  car 
wheels         , 
boring  --..^ 
machines 


Panel  box:     u     J^J]  P^^ 


■Wn  14' Heavy  duty  niL    ^t..„u.. 

geared  head  engine  lathe       Out^om^^^^ 

^200'ton  capacity  hydraulic 
'  axle  straightening  press 

[ — ^ — \     Axle  finder 

Axel'testing  '^  ~^~'_  J^^.  J 
/  »  '"'"'*  AsfJiBcfcme  \  -iKi 
20'V/et  \s:i^  swing /athe  ^ 


grinder  \ 


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Wheel  and  axle  storage 


Layout  of  machine  tools  and  equipment  for  the  wheel  and  axle  department  of  the  Coney  Island  shops, 

Brooklyn-Manhattan  Transit  Lines 


Ahiv  19.  1928 


ELECTRIC  RAILWAY  JOURNAL 


807 


during  the  pressing.  The  yoke  is  suspended  from  a  pipe 
framework  with  a  roller  support  so  it  can  be  put  into 
position  or  swung  out  of  the  way  easily  by  the  operator. 

The  Brooklyn  system  was  a  pioneer  in  the  use  of  steel 
wheels  for  electric  railway  service,  adopting  them  in 
1905.  Excellent  results  and  substantial  economies  have 
])een  obtained.  By  concentrating  all  wheel  and  axle  work 
at  one  point,  under  the  direction  of  one  man,  every  mile 
of  service  consistent  with  safety  is  obtained  from  the 
wheels. 

Checking  for  Wear  Systematized 

The  different  maintenance  foremen  are  expected  to 
see  that  the  wheels  are  worn  to,  but  not  below,  the  various 
scrapping  dimensions  which  are  furnished  them  in  blue- 
])rint  form  for  their  guidance.  New  wheels  for  subway 
motor  axles  are  34^  in.  in  diameter  and  can  be  worn  to 
30-J  in.  Subway  trailer  wheels  are  of  31  in.  diameter 
when  new  and  can  lie  worn  to  27  in.  When  the  wheels 
removed  from  the  trucks  are  received  in  the  wheel  shop, 
they  are  checked  carefully  with  gages  to  ascertain  dimen- 
sions and  defects.  An  inspector  also  checks  the  axles 
carefully  and  measures  them  to  determine  whether  truing 
up  is  needed  and  also  to  make  certain  that  the  bearing  fits 
on  the  trued-up  axles  are  above  the  scrapping  limit.  If  a 
bearing  fit  will  not  true  up  above  scrapping  dimensions 
the  inspector  paints  it  red  and  the  wheels  and  axle  are 


handling,  sweeps  up  chips,  oils  the  machine,  takes  wheel 
measurements  and  does  other  work  necessary  while  the 
wheels  are  being  turned. 

The  wheels  are  rolled  directly  into  position  in  the  lathe 
on  a  track.  Crossing  this  at  right  angles  are  two  tracks 
used  for  the  incoming  and  outgoing  mounted  wheels. 
There  are  two  pneumatic  floor  lifts,  one  in  the  center  of 
each  crossover.  The  helper  rolls  a  mounted  pair  of 
wheels  along  the  incoming  track  to  the  crossover,  steps 


At  top — Boring  out  a  subway  wheel. 
The  wheel  suspended  from  the  crane 
on  the  left  is  ready  to  be  swung  into 
position.  A  truck  at  the  right  re- 
ceives wheels  after  they  are  bored. 
The  crane  at  the  right  handles 
finished  wheels 

At  left  —  A  truck  load  of  finished 
wheels  being  taken  away  from  the 
boring  mill  by  an  electric  crane 
truck 


routed  to  the  wheel  press  for  removal  of  the  wheels. 
The  same  inspector  who  inspects  bearing  fits  also  deter- 
mines whether  the  wheels  can  be  returned  to  service  and 
indicates  any  work  that  is  necessary.  If  it  is  found  that 
I  the  wheel  will  not  true  up  to  ^  in.  above  the  scrapping 
limit  it  is  marked  for  removal. 

For  steel  wheel  maintenance  work  the  wheel  lathe  is  an 
important  and  busy  tool.    At  present,  one  high-powered 
lathe  is  doing  the  work.     This  was  supplied  by  William 
Sellers  &  Company,  Philadelphia,  Pa.     Three  pairs  of 
wheels  per  hour  are  turned  out,  on  an  average  .  Handling 
of  the  wheels  is  speeded  up  considerably  through  the  use 
of  pneumatic  floor  lifts  and  a  hoist  which  forms  a  part  of 
the  lathe.    The  lathe  has  two  turret  tool  posts,  each  ar- 
ranged to  hold  four  tools.    There  is  a  roughing  tool  for 
the  wheel  tread,  a  flange  roughing  tool,  a  combined  tread 
and  flange  finishing  tool,  and  a  chamfering  tool.     The 
lathe  swing  is  42  in.  and  a  |-in.  cut  can  be  made  at  high 
1     speed.    Through  the  use  of  an  efficient  clamping  arrange- 
m^  ment,  wheels  can  be  removed  and  new  ones  put  in  place 
'Ift  for  turning  in  two  minutes.    Only  one  man   and  a  helper 
■■  are  assigned  to  the  lathe.     The  helper  assists  in  wheel 


on  a  button  controlling  the  valve  to  admit  air  to  the  hoist 
cylinder  of  the  lift,  and  the  plunger  raises  the  wheels  free 
of  the  track.  The  wheels  are  rotated  a  quarter  turn  and 
then  are  lowered  to  the  track  leading  to  the  lathe.  The 
action  is  reversed  to  remove  a  pair  of  wheels  after  turn- 
ing. This  has  proved  a  very  easy  and  quick  method  for 
serving  the  lathe. 

Each  axle  is  carefully  inspected  and  tested  to  detect 
any  minute  cracks  that  would  be  liable  to  result  in  break- 
ing later.  The  axle,  with  its  wheels  in  position,  is  wet 
with  a  bath  of  kerosene  while  on  a  test  stand.  The  axle 
is  then  wiped  dry  and  is  painted  with  a  paint  of  lime  in 
a  solution  of  one-third  alcohol  and  two-thirds  water.  The 
alcohol  causes  the  mixture  to  dry  quickly.  After  numer- 
ous tests,  this  proportion  was  found  to  give  a  smoother 
coating  than  any  other  combination  or  composition.  A 
crack  retains  some  of  the  kerosene.  This  penetrates  the 
lime  coating  quickly  and  leaves  a  brown  discoloration  so 
that  detection  is  easy.  Axles  without  wheels  are  dipped 
in  kerosene  and  then  wiped  dry  and  painted  with  the 
lime.  An  accompanying  illustration  shows  a  crack  at  the 
end  of  an  axle  that  was  detected  by  this  method.    To  get 


808 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  N, 


an  idea  of  the  depth  of  the  crack  the  axle  was  turned 
down  to  the  different  diameters  shown.  Since  this  method 
of  inspection  was  adopted  no  axles  that  have  undergone 
this  test  havje  broken  in  service.  It  has  been  in  use  about 
1^  years.  After  testing,  axles  with  wheels  mounted  are 
stored  on  racks  to  keep  them  off  the  floor  until  they  are 
removed  to  other  departments  or  shops  for  mounting  in 
trucks.  Wheel  racks  have  four  3x4-in.  angles  arranged 
in  pairs,  each  pair  spaced  wheel  gage  distance  apart.  The 
angles  are  fastened  together  by  steel  straps  to  form  a 
rigid  framework.  Alternate  pairs  of  wheels  are  stag- 
gered so  as  to  take  up  a  minimum  amount  of  room.  Each 
bearing  seat  has  a  protective  covering,  made  of  a  number 


turned  and  ground  to  accurate  sizes  in  the  wheel  and  J 
department.  For  this  work  there  are  two  groups  of  t\ 
machines  each.  In  each  group  there  are  two  8-in.  L 
Swing  axle  lathes  and  one  12x96-in.  grinding  mach 
Bearing  fits  are  turned  in  the  lathe  to  a  size  0.015  in 
0.018  in.  larger  than  standard.  They  then  go  to 
grinding  machine  and  are  finished  accurately  to  e? 
size.  The  Low-Swing  lathes  were  furnished  by  the  S 
eca  Falls  Machine  Company  to  be  used  for  axle 
armature  shaft  turning.  Their  beds  are  108  in.  Ic 
There  are  two  carriages  with  three  tool  posts  on  each 
that  six  tools  can  be  used  for  cutting  on  the  same  p: 
at  one  time.  As  a  result  of  the  use  of  these  rapid  j 
duction  lathes  the  time  necessary  to  finish  axles  has  b 
reduced  to  one-fourth  of  that  necessary  with  ordin 
engine  lathes. 

An  accompanying  illustration  shows  one  of  these  lat 


At  top — A  yoke  fits  between  the  inside  of  the  wheel  and  the 
center  frame  of  the  press  over  the  outside  of  the  gear  for  pressing 
off  wheels  from  the  gear  end  of  the  axle. 

Center  view  —  Pressing  a  wheel  on  an  axle  at  the  400-ton 
hydraulic  wheel  press. 

At  bottom — The  yoke  used  in  pressing  off  wheels  at  the  gear 
end  of  the  axle  and  other  accessories  used  in  the  pressing  opera- 
tion are  mounted  at  the  back  of  the  press  so  as  to  be  swung  into 
position  easily  by  one  man. 


of  wooden  strips  strimg  on  small  ropes.  Each  strip  is 
about  1  in.  square  and  of  a  length  sufficient  to  cover  the 
bearing  surface.  By  tying  the  loose  ends  of  the  ropes 
together  the  covering  is  held  securely. 

Bearing  seats  which  are  worn  tapered,  out  of  round, 
cut  or  have  rough  fillets  are  turned  in  a  gap  lathe.  For 
this  work  with  wheels  in  position,  two  heavy  duty  Amer- 
ican 24-in.  by  14-ft.  geared  head  engine  lathes  are  used. 
The  bed  of  the  lathe  has  two  gaps  for  the  wheels,  the 
swing  in  the  gaps  being  40  in.  Each  lathe  has  two  car- 
riages, one  with  two  tool  posts.  With  this  equipment  the 
two  motor  sus])ension  axle  bearings  and  one-truck 
journal  bearing  can  be  trued  up  at  the  same  time. 

New  axles  have  liearing  seats  ^  in.  in  the  rough  over 
size  when  received  from  the  manufacturers.     They  are 


turning  a  large  subway  car  axle.  The  various  finisl 
fits  for  this  type  of  axle  are,  journals  5x9  in.,  dustgu; 
surfaces  6Jx2  in.,  wheel  fits  7^^5x6^  in.,  gear  se 
7^x6^  in.,  and  axle  bearings  6|xl2|  in.  The  total  len 
of  the  axle  is  7  ft.  1  in.  With  the  improved  lathe  equ 
ment  this  size  axle  is  turned  ready  for  grinding  in 
average  of  three  hours.  With  the  single-tool  lathe  01 
narily  used,  the  machining  operations  on  an  axle  of  t 
size  would  require  at  least  three  hours  for  rough  finishi 
and  an  additional  nine  hours  for  finishing  cuts.  P 
viously  two  different  lathes  were  used,  one  for  rough 
and  the  other  for  finishing,  so  it  was  necessary  to  chai 
the  axle  from  one  to  the  other. 

In  addition   to   provisions   for  multiple   tools   cutt 
simultaneously,  this  type  of  lathe  has  a  geared  headst( 


May  19, 1928 


ELECTRIC  RAILWAY  JOURNAL 


809 


providing  for  six  spindle  speeds  and  a  geared  feed  with 
nine  changes.  The  geared  headstock  is  rugged,  so  as  to 
withstand  the  severe  strain  imposed  upon  it  when  several 
tools  are  taking  heavy  cuts.  The  clutch  for  starting  and 
stopping  the  machine  is  on  the  driving  pulley  shaft  and  is 
operated  by  the  shifter  rod  placed  above  the  table.  In 
order  to  obtain  rigidity  the  tool  holders  are  clamped 
directly  to  the  carriage  casting  itself,  which,  in  turn,  bears 
directly  on  the  bed  of  the  lathe.  This  eliminates  numer- 
ous intervening  parts  in  the  supports  for  the  cutting  tools 
and  avoids  possibility  of  vibration.  The  cutting  tools  do 
not  extend  across  the  bed  of  the  lathe,  so  that  the  carriage 
can  be  run  past  the  tailstock  or  back  rest  without  moving 
the  tools  from  their  position.  A  geared  pump  built  into 
the  head  of  the  lathe  provides  a  continuous  flow  of  cut- 
ting compound.  The  volume  of  axle  work  in  the  Coney . 
Island  shops  permits  the  lathes  to  be  kept  busy  continu- 
ously. 

Finishing  of  axles  by  grinding,  which  is  coming  into 
quite  extensive  use,  has  been  adopted  in  the  Brooklyn 
shops.  Landis  12x96-in.  grinders  are  used.  There  is  a 
saving  of  approximately  25  per  cent  in  the  time  taken  to 
finish  axles  as  compared  with  that  when  they  are  finished 
in  a  lathe.  There  is  also  greater  accuracy  of  dimensions 
and  smoothness  of  finish,  so  that  longer  life  of  bearings 
results.  Where  wheels  or  gears  are  to  be  pressed  on 
axles,  the  grinding  finish  produces  more  uniform  pres- 
sure for  the  pressing  and  the  grinding  finish  eliminates 
irregularities  common  with  filing  or  rolling,  so  due  to  the 
smoother  surface  there  is  a  better  fit  and  more  surface 
area  in  contact  between  the  wheel  bore  and  the  axle.  This 
method  is  also  of  advantage  in  producing  a  better  fit  of 
bearing  so  that  the  pressure  per  square  inch  is  reduced. 
As  the  pressure  employed  in  grinding  is  not  great,  there 
is  little  danger  of  particles  of  emery  becoming  embedded 
in  the  surface  of  the  axle,  and  all  loose  particles  are 
washed  away  with  the  heavy  flush  of  water  used.  Axles 
without  wheels  that  have  surfaces  to  be  trued  up  go  to 
the  grinding  machine.  Those  with  wheels  mounted  go  to 
the  gap  lathes  for  truing. 

The  200-ton  hydraulic  axle-straightening  press  forms 
an  important  part  of  the  equipment  for  the  axle  section. 
Every  axle  without  wheels  that  does  not  go  to  the  grinder 
goes  to  this  test  machine  to  determine  if  it  is  bent.     If 


Pneumatic  floor  lifts  provide  a  convenient  means  for  turning 
wheels  from  the  incoming  and  outgoing  tracks  to  that  serving 
the  wheel  lathe 

SO,  the  straightening  becomes  an  added  part  of  the  main- 
tenance procedure. 

Besides  the  machine  tools,  the  axle  section  contains  a 
large  number  of  portable  axle  racks.  Each  will  hold 
seven  axles  with  gears  mounted  and  they  are  placed  at 
convenient  locations  so  that  the  jib  crane  which  serves 
one  of  the  various  machines  can  deposit  an  axle  in  one 
of  these  racks  after  it  is  turned  and  is  waiting  to  go  to 
the  grinding  machine.  After  grinding  the  same  jib 
crane  handles  the  axle  to  another  rack,  or  an  individual 
axle  can  be  picked  up  by  an  overhead  traveling  crane  and 
taken  to  another  section  as  desired. 

These  axle  racks  are  constructed  of  angles  and  chan- 
nels. The  ends  form  a  triangle.  Two  12-in.  channels 
form  the  top  portions  of  the  ends.  To  these,  6-in.  angles 
are  riveted  to  form  the  support  for  the  ends  of  the  axles. 
To  prevent  injuries  to  the  axles  the  faces  of  these  angles 
are  covered  with  j-in.  copper.  Gusset  plates  strengthen 
the  framework  at  all  corners.  The  complete  rack  is  5  ft. 
wide  and  8  ft.  long.  The  bottom  framework  is  con- 
structed of  4-in.  angles,  with  a  plate  at  each  corner.  These 
are  6  in.  wide  and  \  in.  thick  and  have  holes  so  that 
tackle  can  be  fastened  to  lift  the  entire  rack  with  load  by 


An  average  of  three  pairs  of  wheels  per  hour  are  turned  in  this  wheel  lathe 


8*10 


ELECTRIC  RAILWAY  JOURNAL 


VoL7l,No.2 


At  top — All  axles  are  tested  carefully  for  cracks  before  being 
sent  out  from  the  wheel  and  axle  department.  The  axle  of  the 
pair  of  wheels  on  the  stand  at  the  left  has  just  received  a  bath  of 
kerosene.  .Axles  of  mounted  wheels  on  the  track  at  the  right  have 
been  painted  with  lime  as  the  second  operation  of  the  test. 

.Second  view — Painting  the  axles  of  mounted  wheels  with  lime 
on  the  test  stand. 

Third  view — Crack  at  the  end  of  an  axle.  The  turned  sections 
show  the  depth  and  width  of  the  crack  at  different  depths. 

The  bearing  fits  of  axles  are  protected  by  wooden  strip  cover- 
ings.    These  are  shown  at  the  right. 

View  at  the  bottom  shows  mounlcd  wheels  ready  for  service  are 
placed  on  racks  to  keep  them  (jii  the  floor. 


Mav  19,  1928 


ELECTRIC  RAILWAY  JOURNAL 


811 


812 


ELECTRIC  RAILWAY  JOURNAL 


Vol.7\,No.2Q 


An   external    keyseater   for   armature   shafts   forms   a   part   of   the 
equipment  of  the  wheel  and  axle  department 

an  overhead  traveling  crane  if  desired.  As  the  racks  are 
fitted  with  wheels  they  can  be  moved  with  their  load  of 
axles.  The  wheels  are  of  8  in.  diameter  and  have  a  4-in. 
face.  The  front  axle  is  constructed  of  a  4-in.  I-beam  and 
has  a  center  bearing  and  circular  side  bearings  so  that  it 
can  swivel  for  liirning  sharp  corners  and  moving  about. 


Maintenance  work  on  wheels  and  axles  for  the  entire 
B.-M.T.  lines  is  done  at  the  Coney  Island  shops.  There 
are  three  other  shops  where  wheels  and  axles  are  removed 
and  installed.  A  wheel  supply  flat  car  makes  daily  trips 
to  and  from  the  shops.  Handling  of  wheels  mounted  on 
axles  at  the  Coney  Island  shops  is  facilitated  by  providing 
a  track  into  the  wheel  and  axle  section  so  the  car  can  be 
run  inside  and  loading  and  unloading-  done  with  the  over- 
head traveling  crane.  The  top  of  the  wheel  supply  flat 
car  has  wooden  blocking  bolted  permanently  in  place  to 
keep  wheels  from  rolling  while  in  transit. 

The  wheel  and  axle  section  also  does  the  finishing  work 
on  new  armature  shafts.  A  Mitts  &  Merrill  external  key 
seater  is  used  for  cutting  keyways  in  shafts. 


Rails  Replaced 
Without  Disturbing  Ties 

By  W.  L.  Lewis     • 
Engineer  Erie  Raihvays.  Erie,  Pa. 

IN  THE  summer  of  1927  the  Erie  Railways  found 
that  the  rails  on  West  18th  Street,  Erie,  Pa.,  needed 
replacing  while  ties,  paving,  etc.,  still  remained  in  good 
condition.  This  track  had  been  rebuilt  in  1915  on  a 
5-in.  solid  concrete  base  with  a  new  4-in.  wire-cut  lug 
brick  pavement.  At  that  time  all  new  material  was  in- 
stalled except  the  rail,  which  was  relaid  after  the  ends 
were  cut  off.  After  considering  cost  of  reconstructing 
this  stretch  of  track  it  was  decided  to  remove  the  old 
rail  and  lay  other  rail  in  its  place  on  the  existing  sub- 
structure. Due  to  several  small  abandonments  of  track 
the  company  had  some  very  good  7-in.,  80-lb.  plain 
girder  relayer  rail  on  hand  which  it  decided  to  use. 

The  work  as  carried  out  consisted  of  first  digging  a 
trench  on  each  side  of  the  rail.  The  old  rail  was  re- 
moved and  all  dirt  was  cleaned  out.    The  ties  were  also 


A  cojivenient  departmental  storage  for  wheels  and  axles  speeds  up  production.     Material  can  be  brought  in  on  a  car  and  unloaded  by 

the  overhead  7H-ton  traveling  crane.     Wheels  arc  loaded  oh  small  trucks  and  taken  to  the  wheel 

and  axle  department  by  electric  crane  trucks 


May  19, 1928 


ELECTRIC  RAILWAY  JOURNAL 


813 


cleaned  carefully  and  where  mechanical  wear  showed 
at  the  joints  they  were  adzed  carefully  to  a  true  surface. 
Upon  the  clean  ties  8xl2x3-in.  white  oak  blocks  S-2-S 
were  laid  with  staggered  holes  drilled  for  spiking,  the 
staggering  being  reversed  from  the  original.  A  special 
cut  spike  was  used  8^x|-in.  instead  of  the  5^xy%-in. 
standard.  This  gave  the  same  length  of  spike  in  the  tie 
and  as  the  ties  were  all  in  first-class  condition  and  to  a 
perfect  surface  the  rail  lined  up  advantageously. 

After  the  track  was  lined  up  and  spiked  thoroughly 
amesite  was  tamped  with  bar  tampers  under  the  base  of 
the  rail  between  the.  ties.  Then  by  the  use  of  2x6-in. 
forms  to  keep  the  concrete  away  from  the  rail,  the  exca- 
vated portion  was  filled  in  with  concrete  to  within  5  in.  of 


Track  on  West  18th  Street  before  reconstruction  was  started 

the  top  of  the  rail  except  a  portion  about  7  in.  wide, 
which  was  kept  open  to  the  base  of  the  rail  by  the  forms. 
This  was  filled  in  with  amesite  after  the  concrete  had 
set  and  was  bar-tamped  thoroughly  to  the  top  of  the 
rail.  After  this  the  whole  top  surface  between  the  rails 
and  to  the  pavement  outside  the  rails  was  filled  with 
amesite  and  rolled.     The  ties  cut  their  own  flangeway. 

This  job  was  "watched  closely  during  the  past  winter, 
which  was  exceptionally  unfavorable  for  track  construc- 
tion, there  being  heavy  snows  with  sudden  thaws  and 
freezes.  Together  with  the  adjoining  pavement  the 
work  has  stood  up  well  and  a  considerable  amount  of 
this  type  of  reconstruction  is  contemplated  during  the 
coming  season.  The  accompanying  table  shows  the  cost 
of  the  reconstruction : 

COST  OF  RECONSTRUCTING  TRACK  ON  WEST  18th  STREET, 

ERIE,  PA. 

Class  of  Work                        Cost  Class  of  Work 

Grading $403.34  Paving 

Ties 268.32  Miscellaneous. 

Rails,  etc 859.16 

Tracklabor 256.26 


Cost 
1,379.59 
21.20 


Total $3,187.87 


The  item  for  paving  in  the  table  appears  high.  This 
is  because  the  cost  of  the  amesite  used  in  tamping  under 
the  rail  was  charged  to  this  account.  Eight  hundred  and 
fifty  feet  was  relaid  with  this  type  of  construction  by 
nineteen  men  and  a  foreman  in  nine  days.  Th^  cost  per 
lineal  foot  was  $3.75.  While  this  is  not  exceptionally 
low  for  the  job,  it  is  felt  that  the  cost  is  justified  by  the 
results  achieved,  as  it  is  expected  that  at  least  ten  years' 
additional  life  will  be  obtained. 


Replaced  rail  laid  and  lined 


Changing  and  shimming  the  rail 


Completed  track  taken  at  the  same  point  as  the  first  picture 


814 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No 


Mik^ 


The  motors  under  test  are  shown  in  the  foreground  and  the  switchboard  and  load  rheostat  in  the  background 


Two  railway  motors  clamped  in  posiliun  on  the  bedplate  ready  for  the  load  test 


Railway  Motor  Load  Testing  Set 

By  a.  J.  Naquin 

Equipment  Engineer  Rolling  Stock  and  Shops  Department, 

New  Orleans  Public  Service,  Inc.,  New  Orleans,  La. 

Motors  are  given  a  running  test  after  overhauling.     Tested  in 

pairs,  one  motor  drives  the  other  as  a  generator  and 

so  provides  for  convenient  adjustment  of  load 


LRM  LR15       U!17 


O  O  O 

O  O  O 

OLR7  OLR14  O 

OLR6  OLR13  OLR20 

OLR5  0LR12  OLR19 

OLR4  OLRU  OLR18 

OLR3  OLRIO  OLR17 

0LR2  OLR9  OLR16 

OLRl  OLR8  OLR15 

D            E  F 


Enlarged   Details 


Wiring  diagram  for  motor  load  test  of  the  New  Orleans  Public  Service,  Inc. 


RMLWAY  motors  overhauled  in  New  Orleans  are 
given  a  load  test  by  use  of  a  testing  set  designed  by 
the  railway  engineering  department  of  the  New  Or- 
leans I'ublic  Service,  Inc.  Accompanying  halftones  show 
the  general  arrangement  of  the  apparatus  and  a  diagram 
shows  connections.  The  load  for  the  motor  under  test 
is  furnished  by  having  it  drive  another  motor  as  a  gen- 
erator. Motors  are  tested  in  pairs  and  either  motor  can 
be  used  as  a  generator  while  the  other  unit  is  used  as  a 
motor  to  drive  it.  The  direction  of  rotation  of  either 
unit  may  also  be  changed  at  will  by  the  reversing  switch 
■of  the  control. 

The  motors  are  set  up  for  the  test  on  a  bedplate  which 
has  convenient  slots  for  bolting  and  clamping  the  motors 
in  position.  The  pinion  ends  of  the  two  motors  are 
placed  together  and  connected  by  a  flexible  coupling.  In 
the  illustration  showing  the  controlling  switchboard  in 
the  background  the  loading  rheostats  are  in  the  upper 
right-hand  corner.  There  are  four  controllers  in  the 
■control  cabinet,  the  one  at  the  left  being  used  for  starting 
purposes.  Three  steps  of  resistance  are  cut  while  bring- 
ing the  motor  up  to  speed.  The  other  three  controllers 
<letermine  the  loading  by  cutting  out  units  of  resistance 
in  the  generator  circuit.  The  controller  at  the  extreme 
right  is  used  for  close  adjustment ;  with  it  the  motor  and 
generator  current  is  changed  by  increments  of  3  amp. 
•or  less. 


The  current  flowing  through  either  the  motor  or  gen- 
erator is  indicated  on  a  portable  ammeter  by  throwing  a 
double-pole,  double-throw  switch  to  either  the  left  or  the 
right  as  desired. 

The  voltage  from  trolley  to  ground  and  across  each 
motor  may  be  read  from  the  switchboard  voltmeter  by 
moving  the  selector  switch  beneath  the  voltmeter.  A 
line  breaker  for  opening  the  motor  circuit  is  operated  by 
either  the  control  switch  or  the  ratchet  switch  on  the 
starting  controller.  A  circuit  breaker  in  series  with  the 
line  breaker  gives  additional  protection  of  the  motor 
circuit ;  the  former  being  set  at  50  amp.  higher  than  the 
latter. 

All  overhauled  motors  having  rewound  armatures  are 
tested  on  this  set  for  thirty  minutes  at  150  per  cent  of 
the  hourly  rating,  being  run  fifteen  minutes  in  each 
direction  of  rotation.  During  the  test,  commutation  is 
carefully  checked.  About  10  per  cent  of  the  motors 
whose  armatures  are  dipped  and  baked  but  without  other 
repairs  are  also  tested.  All  testing  is  done  during  the 
regular  overhauling  period  which  is  every  40.000  car- 
miles. 

It  is  believed  that  if  an  overhauled  motor  satisfac- 
torily passes  the  high  current  test  described,  and  the 
high  voltage  test  also  given  every  overhauled  motor,  that 
it  may  be  placed  in  service  for  another  40,000  car-miles 
without  danger  of  failure. 


81S 


816 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.20 


Keeping  Accurate  Records  of 
Car  Wheels 

RECORDS  of  car  wheels  kept  by  the  Omaha  &  Coun- 
cil Bluffs  Street  Railway,  Omaha,  Neb.,  have  been 
found  so  efficient  that  out  of  3,528  wheels  scrapped  in  a 
period  of  two  years  less  than  5  per  cent  lacked  a  com- 
pletely detailed  report.  When 
car  wheels  are  received  from 
the  foundry  a  shipping  list 
which  includes  the  serial  num- 
bers is  obtained  from  the  store- 
keeper. The  wheels  also  are 
checked  in  by  serial  number  by 
the  stores  department.  In  this 
way  a  double  check  of  these 
numbers  is  obtained. 

When  a  pair  of  wheels  is 
mounted  on  an  axle,  an  axle 
gear-wheel  tag  is  filled  out. 
The  numbers  of  the  axle,  the 
gear  and  the  two  wheels  that 
have  been  mounted  are  re- 
corded, giving  size,  bore,  spec- 
ification number,  and  manufac- 
turer of  the  wheel.  This  tag  is 
then' tied  to  one  of  the  wheels 
and  stays  with  the  mounted  pair 
until  it  is  installed  in  a  car. 
•  When  the  wheels  go  in  serv- 
ice, the  tag  is  removed  and  the 
serial  numbers  of  the  wheels 
removed  from  the  car  are  en- 
tered in  the  "out"  column  pro- 
vided for  that  purpose,  giving 
the  reason  for  removal,  loca- 
tion, date  and  car  number,  thus 
completing  the  tag.  After 
transferring  the  information 
into  the  records,  the  tag  is  filed 
according  to  car  number. 
■  The  car  record,  a  3x5-in. 
card,  shows  at  any  time  what 
wheels  are  on  any  car.  These 
Cards  are  filed  by  car  numbers. 
The  entries  for  wheels  installed 
dnd  removed  are  transferred 
to  this  card  from  the  tag. 
'  The  individual  wheel  record, 
another  3x5-in.  card,  .shows  the 

date  the  wheel  is  put  in  service,      

the  car  number,  location  on  car, 

date  out  of  service,  reason  for  removal,  and  mileage.  The 

entries  likewise  are  transferred  from  the  tag. 

The  car  mileage,  figured  by  the  transportation  depart- 
ment at  each  division  office,  is  sent  to  the  mechanical 
department  the  first  of  each  month.     The  sheets  show 


by  cars  the  mileage  by  lines  as  well  as  miles  per  day  for 
the  month.  The  total  mileage  of  each  car  is  entered  on 
cards  which  have  monthly  spaces  sufficient  for  six  years. 
These  are  filed  numerically  according  to  cars. 

When  a  wheel  is  scrapped  the  wheel  man  reports  it 
and  an  entry  is  made  on  the  individual  wheel  card.  The 
total  mileage  made  by  the  wheel  is  then  computed  and 
entered  on  this  card. 

When  wheels  are  scrapped  and  returned  to  the  foundry 


OMAHA  &  COUNCIL  BLUFFS  STREET  RAILWAY  COMPANY 

Mechanical  Department 


Br-  Bnwro  F1«aca 
a  r    D*uiii,  nM«« 


Car  Wheels  Scrapped  and  Relurned  to  Foundry 


Manutaciurtr, 


These  forms  are  used  for  recording  complete  information  on  the  receipt,  handling, 
reclaiming  and  final  disposition  of  car  wheels  used  on  the  Omaha  property 

L  Individual    record    made    out    for   each 
wheel. 


2.  Car  record  showing  placing  and  removal 
of  all  wheels. 

3.  This  tag  is  attached  to  each  mounted 
pair  of  wheels.     When  they  are  placed  the 


information  regarding  the  wheels  removed  is 
entered  on  it. 

4.  Record  of  car  wheels  scrapped,  giving 
for  each  classification  and  size  of  wheel  the 
mileage  and  reason  for  removal  for  an  entire 
order. 


or  sold,  their  serial  numbers  are  reported  by  the  store; 
department.  The  corresponding  individual  wheel  cards 
are  removed  from  the  files  and  entries  are  made  on  the 
"car  wheels  scrapped"  sheet.  This  gives  the  total  mile- 
age of  each  wheel  and  the  reason  for  its  removal.    The 


Ml 

LEAGE  OBTAINED  FROM  CAST-IRON 

CAR  WHEELS  IN  1927— OMAHA  &  COUNCIL  BLUFFS  STREET  RAILWAT 

Miles    per 
Wheel  After 

, One-Wear  Wheels .    . — Two-Wear  Wheels — ,     -—Three-Wear  Wheels^         Reclaiming 

Num-                           Aver-    Num-                           Aver-     Num-                          Aver-        Two-       Three 
ber        Mileage         age       ber       Mileage         age         ber       Mileage         age         Wear       Wear 
784    40,393,263      51,522     171       8,413,182      49,200       35       1,841,391      52,611       18,656      11.71 
227     13,358,843      58,850       27       1,580,020      58,519         7          315,982      45,140      25,679      10,27 
281     13,245,350      47,136     111       4,782,955      43,090       19         705,226      37,117      12,565        7,42 
58       2,712,226      46,763       34       1,304,978      38,382         4          134,771      33,693      17,179        7,26 

1,350    69,709,682      51,637     343     16.081,135      46,884       65       2,997,370      46,113      17,091       10,03 

Diameter,  Incbefl 
33 
30 
21 
26 

Weighted  average 

Num- 
ber 

Re-       Re- 
Total  ceived  corded       Mileage      Average 
1,027       37           990     50,647,836      51,159 
268         7           261     15,254,845      58,448 
436       25            411     18,733,531      45,580 
104         8              96       4,151,975      43,250 

1,835       77        1,758     88,788,187      50,505 

May  19,  1928 


ELECTRIC  RAILWAY  JOURNAL 


817 


total  mileage  is  computed  for  the  entire  shipment  of  each 
size  of  wheel. 

A  report  is  also  made  up  each  month  from  the  tags, 
giving  the  number  of  wheels  of  each  size  removed  from 
service,  along  with  the  causes  of  removal. 

While  the  company  at  present  is  purchasing  only  steel 
car  wheels,  there  are  many  cast-iron  wheels  in  service  on 
which  a  large  mileage  average  has  been  obtained.  The 
accompanying  table  gives  the  total  mileage  of  car  wheels 
which  has  been  obtained  from  wheels  of  the  several 
diameters  used.  As  may  be  noted,  in  certain  instances 
an  average  in  excess  of  60,000  miles  has  been  secured. 


Ventilated  Room  for 
Spray  Painting 

Two  systems  as  used  by  the  Leipsic  Street  Railways 

are  described.     One  provides  for  a  horizontal 

flow  of  air,  the  other  for  vertical  flow  to 

prevent  fumes  from  spreading 

SOME  interesting  provisions  for  spray  painting 
adopted  by  the  Leipsic  Street  Railways,  Germany, 
were  described  in  the  Feb.  3  issue  of  V erkehrstechnik. 
The  consolidation  of  two  street  railway  companies,  one 
with  cars  painted  blue,  the  other  red,  brought  about  the 
necessity  of  repainting  equipment.  A  uniform  ivory 
color  was  adopted.  To  do  this  speedily  and  economically 
the  spray  method  was  used,  since  it  was  found  that  the 


the  job.  This  simplified  method  was  adopted  in  the  be- 
lief that  it  is  better  to  paint  cars  more  frequently  than 
had  previously  been  the  custom,  since  heavy  street  trafific 
and  increased  numbers  of  accidents  made  repainting 
necessary  at  least  every  two  to  three  years. 

Where  cars  were  entirely  repainted  after  the  removal 
of  the  old  paint,  the  time  per  car  with  the  spray  method 
was  found  to  be  7^  hours  as  compared  with  50  hours  by 
the  brush.    Details  appear  in  the  accompanying  table. 

With  an  average  wage  of  42  cents  per  hour  for  the 
painting  crew,  the  saving  per  car  of  average  size 
amounted  to  $18.  The  amount  of  paint  used  was  found 
somewhat  greater  with  the  spray  method  than  with  the 
brush,  but  this  depended  somewhat  on  the  quality  of 
paint  used  and  the  skill  of  the  workmen. 

Wooden  seats  were  repainted  by  the  brush  method 
as  it  was  found  that  in  order  to  do  a  satisfactory  job 
by  spraying,  it  was  necessary  both  to  remove  the  seats 
from  the  cars  and  to  use  more  paint.  Lettering  is  also 
done  with  brushes. 

Added  facili- 
ties were  pro- 
vided at  the  shop 
for  spray  paint- 
ing. This  in- 
cluded necessary 
piping  for  con- 
necting to  the 
compressed  a  i  r 
supply.  Air  is 
used   at  a  pres- 


IS 


k^ll^  II 


^'L-ll 


Room  for  spray  painting  arranged  with  horizontal  air  flow, 
connections  for  compressed  air  are  installed 

brush  method  required  more  labor  as  well  as  greater 
space  for  an  extensive  job. 

Nitro-cellulose  lacquers  were  tried  out  first  because 
they  seemed  especially  suitable  for  spraying.  Their  dura- 
bility did  not  prove  entirely  satisfactory  and  therefore 
an  enamel  system  is  now  used. 

Where  the  condition  of  the  old  paint  is  such  that  it  is 
inadvisable  to  remove  the  ground  coat,  rusty  spots  are 
first  rubbed  with  a  wire  brush  and  then  two  coats  of 
ivory-colored  zinc  paint  are  applied.  After  this  an  ivory- 
colored  rubbing  varnish  is  sprayed  on  and  after  sand- 
papering this,  a  coat  of  varnish  is  sprayed  to  complete 


Convenient 


Spray  room  with  exhaust  openings  in  the 
floor  for  vertical  air  flow 


COMPARISON   OF  TIME  NECESSARY   TO   PAINT   A  CAR  BT 
THE  SPRAT  AND  BRUSH  METHODS 

„,  Time,  Hours 

Class  of  Work  Spray  Brush 

Covering   windows    \ 

First  coat  of  oil  paint    \\      \\  ip 

Two  coats  of  ivory-colored  zinc  paint 2i  20 

One  coat  of  rubbing  varnish 1  j  loj 

One  coat  of  lacquer 1  lo 

Removal  of  covers  for  windows .'.      l 

Total     7j  ^ 


sure  of  from  Z7  to  52  lb.  It  was  found  that  with  the  higher 
pressure  there  was  a  better  distribution  of  paint,  but  a 
slightly  greater  quantity  of  paint  was  used.  To  protect 
the  workmen  against  fumes  from  the  paint  without  the 
use  of  masks,  a  special  room  with  forced  ventilation  was 
built  by  a  German  firm.  This  has  proved  satisfactory 
for  exhausting  the  disagreeable  fumes.  The  special 
paint  room  is  53  ft.  long  and  15  ft.  wide,  and  was  erected 
in  one  section  of  the  paint  shop.  Cars  are  run  in  and 
out  through  an  opening  at  one  end  of  the  room  while  on 
the  opposite  end  there  are  four  exhaust  fans.  Each  has 
an  exhaust  opening  of  27^  in.  A  sprinkling  device  is 
also  installed  which  sprays  water  in  front  of  the  fan 
opening,  so  that  the  particles  of  paint  mix  with  the  water 
as  they  are  drawn  out  and  then  fall  into  a  settling  basin 
below  the  floor.  In  this  basin  the  paint  is  separated 
from  the  water  by  gravity  and  the  water  is  again  pumped 
through  the  spraying  equipment.  The  air  drawn  from 
the  room  is  purified  before  it  is  led  back  again.  The 
purifying  of  the  air  from  paint  and  water  is  done  by 
means  of  filtering,  after  which  it  again  enters  the  room 
at  the  end  opposite  to  that  where  the  fans  are  installed. 


818 


ELECTRIC  RAILWAY  JOURNAL 


VoL7l,No.2{ 


With  this  method  ample  circulation  of  air  is  provided 
and  the  workmen  are  not  subjected  to  drafts  because  the 
circulation  is  directed  so  as  not  to  inconvenience  them. 

Some  of  the  advantages  found  with  this  equipment 
are  that  the  exhaust  fans  do  not  become  clogged  with 
paint  and  there  is  no  danger  of  spontaneous  combustion. 
Paint  fumes  which  would  be  annoying  if  exhausted  into 
the  open  air,  are  deposited  in  a  form  so  that  they  can 
be  removed  without  being  spread  through  the  neighbor- 
hood. The  temperature  of  the  room  is  easily  kept  con- 
stant since  the  air  exhausted  is  used  over  again  and  so 
considerable  loss  of  heat  is  avoided.  The  paint  room  has 
its  own  ventilation  and  forced  air  circulation,  which  is 
entirely  separate  from  the  surrounding  shop,  so  the  suck- 
ing up  of  metal  and  other  dust  from  the  shop  is  pre- 
vented. This  is  of  importance  in  keeping  slow-drying 
oil  paints  clean. 

The  compressed  air  system  for  the  paint  room  is  in- 
stalled on  rails  so  that  it  can  be  shifted  as  desired.  It 
has  an  oil  and  water  separating  device.  Separate  valves 
permit  renewal  of  the  air  in  the  room  from  the  outside. 
This  was  found  particularly  desirable  in  the  summer 
months  when  the  air  outside  is  warm. 

At  another  location  a  spray  painting  room  somewhat 
similar  to  this,  but  with  some  modifications,  was  used. 
This  is  shown  in  the  second  illustration.  In  this  fresh 
air  enters  through  nozzles  at  the  ceiling  and  the  mixture 
of  air  and  paint  fumes  is  exhausted  through  slots  in  the 
floor.  A  water  sprinkling  method  is  used  in  connection 
with  this  in  order  to  prevent  the  fumes  from  spreading. 
An  advantage  of  this  system  is  that  the  fans  can  be 
placed  so  as  not  to  obstruct  the  end  of  the  room  and  thus 
both  ends  can  be  used  and  cars  can  be  moved  directly 
through  if  desired.  Also,  in  painting  trucks  of  cars  this 
method  proved  of  particular  advantage. 


Rhode  Island  System  Installs 
Frequency  Changer 

WORK  has  been  in  progress  the  past  few  months 
on  the  installation  of  a  frequency  changer  set  at 
the  power  plant  of  the  United  Electric  Railways,  Provi- 
dence, R.  I.  This  machine  allows  the  interchange  of 
power  between  the  railway  power  plant  and  the  Narra- 
gansett  Electric  Lighting  Company's  plant  and  further, 
the  New  England  Power  Company's  system.  This  work 
involves  an  expenditure  of  approximately  $450,000  to 
complete  the  connection.  The  set  went  into  commercial 
operation  on  Feb.  14. 

The  frequency  changer  set  is  made  up  of  two  syn- 


>]000 

X 
.♦- 

I  800 
u 

X 

I. 

J  600 


^400 
o 


200 


chronous  machines  with  their  individual  exciters  all  or 
the  same  shaft.  One  of  the  machines,  that  for  the  rail 
way  end,  operates  on  25  cycles  and  the  other  machine  i; 
made  to  operate  on  60  cycles. 

With  the  installation  of  this  interconnection,  the  rail 
way  will  have  the  advantage  of  the  larger  power  systemi 
in  case  of  accidents  to  the  machinery  in  their  plant  ant 
likewise  the  power  systems  will  receive  the  advantage; 
of  the  generating  capacity  of  the  railway  plant  in  th( 
event  they  have  trouble.  The  stand-by  capacity  of  botl 
systems  can  now  be  used  for  extra  capacity  for  either 

When  passing  power  to  the  railway  the  60-cycle  en 
ergy  is  received  through  underground  cables  at  11,00( 
volts,  three-phase,  to  the  60-cycle  bus  in  the  railway  plan 
and  thence  to  drive  the  frequency  changer.  This  con 
nection  and  the  60-cycle  machine  and  switching  equip 
ment  have  a  capacity  of  21,000  kva.  The  25-cycl( 
machine  of  the  frequency  changer  set  then  acts  as  i 
generator  furnishing  11, 000- volt,  three-phase,  25-cycle 
energy  direct  to  the  25-cycle  buses  of  the  railway  system 
This  part  of  the  connection  has  a  capacity  of  20,000  kw 


Energy  Used  by  Railways  Increases 

DESPITE  the  use  of  buses,  lighter  rolling  stock  anc 
improved  apparatus,  the  monthly  consumption  o 
energy  used  by  the  railways  is  still  on  the  upward  trend 
The  accompanying  chart  shows  the  monthly  consumptioi 
beginning  with  the  year  1920.  This  is  a  continuation  o 
the  chart  published  with  a  resume  of  energy  consumptioi 
in  the  Aug.  20,  1927,  issue  of  this  paper. 

The  chart  shows  pronounced  seasonal  peaks  with  ap 
parently  erratic  monthly  fluctuations  in  addition.  Tb 
latter  entirely  disappear,  however,  when  the  curve  i 
replotted  in  terms  of  average  daily  energy  consumption 
expressed  as  a  per  cent  of  the  annual  total.  The  seasona 
variations  are  due  primarily  to  such  influences  as  ca 
heating  and  snow  removal. 

Although  the  energy  consumption  for  the  first  fev 
months  in  1927  was  below  that  of  1926,  the  total  for  th 
year  was  greater.  The  total  energy  consumption  fo 
1927  was  11,013,000,000  kw.-hr.  against  10,970,000,00( 
kw.-hr.  for  1926.  The  total  energy  generated  in  railway 
owned  plants  has  decreased  from  4,371,000,000  kw.-hr 
in  1926  to  4,320,000,000  kw.-hr.  in  1927,  while  the  energ; 
purchased  from  central  station  companies  has  increase< 
from  6,599,000,000  kw.-hr.  in  1926  to  6,693,000,00( 
kw.-hr.  in  1927.  For  the  last  seven  years  the  large 
portion  of  the  steady  increase  in  energy  consumption  fo 
transportation  purposes  has  been  in  the  energy  purchasec 
from  central-station  companies. 


Energy  Purchased  from  Ele* 


Energy  Generqtecl  in  Cotnpbnies' own  Ploints 


Light  8c  Po'  ver  Companies 


1920  1921  1922  1923  1924  1925  1926 

Monthly  coniumption  of  energy  in  millions  of  kilowatt  hours  by  electric  railways 


1927 


Max  19.  1928 


ELECTRIC  RAILWAY  JOURNAL 


819 


Brake  Cylinder  Protector 

DIRT  and  water,  wliich  may  enter 
at  the  non-pressure  side  of  the 
piston,  cannot  reach  the  cylinder  walls 
and  packing,  it  is  claimed,  by  using 
a  brake  cylinder  protector  that  has 
been  developed  by  the  Westinghouse 
Air    Brake    Company,    Wilmerding, 


eral  Electric  design.  The  electrical 
characteristics  are  primarily  the  same 
as  those  of  standard  totally-inclosed 
motors.  The  alternating-current  mo- 
tors are  available  in  single-phase  rat- 
ings up  to  3  hp.  and,  in  polyphase 
ratings  up  to  15  hp.,  at  standard 
voltages  and  the  more  popular  speeds. 
The    direct-current    motors    may    be 


r-T 


m 

> 


t 


■ff'PTV't 


r 


Brake  cylinder  protector 

Pa.  The  use  of  this  protector  should 
lengthen  the  life  of  packing  cups,  re- 
duce leakage  and  decrease  mainte- 
nance costs. 

The  protector  consists  of  a  conical- 
shaped,  impregnated,  canvas  structure, 
devised  so  that  at  one  end  it  is 
clamped  between  the  cylinder  body 
and  the  non-pressure  head,  where  it 
functions  as  a  gasket,  while  at  the 
other  end  it  is  held  in  position  against 
the  piston  by  the  release  spring.  Any 
dirt  or  water  entering  the  cylinder  is 
trapped  by  the  protector,  and  the 
water  is  discharged  through  a  drain 
opening  provided  in  the  non-pressure 
head.  The  protector,  being  flexible, 
collapses  as  the  brake  is  applied. 


Motors  for  Dusty 
Atmospheres 

BOTH  alternating  and  direct-cur- 
rent motors,  built  for  use  where 
fumes,  dust  or  explosive  gases  are 
present,  are  included  in  a  line  an- 
nounced by  the  General  Electric 
Company,  Schenectady,  N.  Y.  The 
motors  bear  the  designation  "Class 
BU  Form  JA"  and  are  totally 
inclosed. 

The  object  of  the  construction  is 
to  reduce  the  danger  from  transmis- 
sion of  heat  generated  inside  the 
apparatus  from  any  cause  whatever, 
whether  it  be  sparking  or  explosion, 
to  the  outside  in  such  intensity  as  to 
ignite  any  gases  surrounding  the 
equipment.  The  two-piece,  cast-iron 
exterior  is  heavy  enough  to  with- 
stand the  pressures  of  an  internal 
explosion  and  has  flanged  joints  suffi- 
ciently wide  to  cool  the  flame  of  any 
such  explosion.  No  gaskets  are 
used,  as  it  is  not  intended  that  the 
motors  should  be  gastight. 

The  internal  mechanical  and  elec- 
trical features  follow  standard  Gen- 


either  shunt  or  compound  -  wound 
types  with  the  horsepower  ratings 
from  f  to  5  hp.,  also  at  the  standard 
speeds  and  voltages. 

All  of  these  motors,  either  alter- 
nating or  direct-current  types,  are  de- 
signed to  operate  within  a  tempera- 
ture rise  of  55  deg.  C,  the  standard 
for  inclosed  motors. 


Dick  Prescott  Appoints  an  Assistant 


and  Surprises  a  Friend 


DICK  PRESCOTT,  newly  ap- 
pointed superintendent  of  equip- 
ment of  the  Consolidated  Railway  & 
Light  Company,  finally  found  himself 
alone  at  the  desk  over  which  Tom 
Mullaney,  retiring  superintendent,  had 
conducted  the  affairs  of  the  Con- 
solidated shop  for  many  years.  Mul- 
laney's  announcement  of  Dick's  ap- 
pointment as  his  successor  had  been 
gracious  and  helpful.  Dick  had 
managed,  somehow,  to  respond  to  the 
congratulations  and  good  wishes  that 
were  heaped  upon  him  both  by  Mul- 
laney and  by  the  several  foremen  of 
the  shop  departments.  Finally  he 
was  alone. 

As  Dick  meditated  for  a  few 
moments  on  the  rapid  succession  of 
events  during  the  past  two  days,  he 
marvelled  at  the  sudden  turn  with 
which  the  wheels  of  destiny  had  ele- 
vated him  to  a  position  of  power  and 
responsibility.  Dick  felt  humble  in- 
deed as  he  thought  of  the  group  of 
foremen  who  had  just  pledged  their 
support  and  co-operation.  Some  of 
them  were  many  years  his  senior  in 
age  and  in  experience.  Nevertheless, 
they  had  all  recognized  his  leader- 
ship and  his  right  to  succeed  Mul- 
laney as  head  of  the  department. 

After  the  foremen  had  left  Dick 
consulted  with  Mullaney  regarding 
an  important  matter  which  he  had 
been  turning  over  in  his  mind.  Mul- 
laney had  approved  heartily  and  Dick 
was  now  about  to  take  his  first 
official  step  as  head  of  the  depart- 


ment. He  meditated  a  few  minutes 
longer  as  he  sat  alone  in  the  super- 
intendent's office.  Then  he  smiled 
quietly  to  himself  as  he  reached  for 
the  telephone  and  called  Steve  White, 
carpenter  shop  foreman  under  whom 
he  had  started  his  apprenticeship  in 
the  Consolidated  shop.  Dick  asked 
Steve  to  come  into  his  office,  and  in 
a  few  minutes  his  old  friend  was 
ushered  in  by  Miss  Stevens. 

Dick  smiled  cordially  as  he  pointed 
to  a  chair  opposite  him.  As  Steve 
accepted  the  invitation,  his  face  re- 
flected his  delight  and  gratification  at 
the  success  which  had  been  won  by 
his  former  apprentice. 

"Gee!  Dick,"  he  exclaimed,  "this 
is  simply  wonderful.  Little  did  you 
think,  when  you  struggled  so  hard 
to  improve  our  methods  and  to  put 
new  enthusiasm  into  this  shop,  that 
recognition  and  reward  would  come 
so  soon.  You've  earned  every  bit  of 
it,  Dick,  and  I'm  delighted  that  the 
company  recognized  your  merit." 

"Thank  you,  Steve,"  replied  Dick, 
"this  came  as  a  complete  surprise  and 
I'm  having  difficulty  in  getting  ad- 
justed to  the  change.  However,  I 
am  about  to  issue  my  first  order  as 
superintendent  of  the  department." 

"Good,  Dick.  What's  it  going  to 
be?" 

"Effective  tomorrow  morning, 
Steve  White  is  appointed  assistant 
superintendent  of  this  department!" 

Steve  sat  stunned.  For  a  moment 
he  lost  the  power  of  speech  entirely. 


820 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  N 


Frank  B*  Carpenter 

Wins  April  Prize 


Description  of  a  fixture  for  boring  journal  bearings  in  a  lathe, 
which  is  used  in  the  shops  of  the  Charleston  Interurban  Rail- 
road, Charleston,  W.  Va.,  was  awarded  the  monthly  prize 
of  ^25  for  April  in  Electric  Railway  Journal's  maintenance 
competition.  Honorable  mention  was  given  by  the  judges 
to  a  split  sleeve  for  protecting  the  ends  of  shafts  while  press- 
ing into  wheels,  submitted  by  C.  B.  Hall  of  the  Virginia 
Electric  8C  Power  Company,  Norfolk,  Va. 


BORING  journal  bearings  for 
electric  car  trucks  is  a  com- 
mon operation '  and  the  fix- 
ture   for    doing   this    work    in    a 
lathe,  as  described  by  Frank  B. 
Carpenter,  master  mechanic  of  the 
Charleston    Interurban    Railroad, 
Charleston,  W.  Va.,  in  the  April 
21  issue  of  this  paper,  presents  a 
simple  and  effective  solution  of  the 
problem.     This  was  awarded  the 
$25  monthly  prize.     The  railway 
bores  journal  bearings  in  a  lathe 
and  the  fixture  fits  to  the  rotating 
head  while  the  boring  bar  is  held 
stationary  in  the  tool  post.     Two 
bearings   are  bored  at  one  time. 
Clamps  for  holding  and  centering 
the  bearings  fit  to  beveled  projec- 
tions of  the  fixture   so  that  the 
bearings  are  centered  accurately  as 
they  are  drawn  down  in  the  tight- 
ening operation.     The  split  sleeve 
protection    for   the   end   of   axles 
while  being  pressed   into   wheels, 
described  by  C.  B.  Hall,  chief  clerk 
of  the  mechanical  department,  Vir- 
ginia Electric  &  Power  Company, 
Norfolk,  Va.,  was  awarded  honor- 
able mention. 

Ten  Weeks  More  for 
Maintenance  Contest 

As  announced  in  the  April  21 
issue,  the  time  of  closing  the  main- 
tenance contest  was  extended  three 
months.  The  time  limit  for  sub- 
mitting items,  previously  set  as 
April  30,  was  extended  up  to  and 
including  July  31. 

Those  who  still  have  material 


that  they  wish  to  get  in  before  the 
contest  closes  should  send  it  in  at 
once  so  articles  can  be  arranged  to 
better  advantage.  It  is  hoped  that 
all  maintenance  men  will  take  ad- 
vantage of  this  opportunity  to  tell 
others  of  the  good  work  they  are 
doing.  It  is  evident  that  articles 
published  so  far  represent  but  a 
few  of  the  advanced  methods  that 
can  be  found  in  most  shops. 

The  following  are  revised  condi- 
tions for  submitting  material  in  the 
contest : 

1.  Any  employee  of  an  electric 
railway  or  bus  subsidiary  may 
compete. 

2.  The  author  does  not  need  to 
be  the  originator  of  the  idea. 

3.  Articles  may  be  submitted 
by  several  persons  or  by  a  depart- 
ment. 

4.  Any  maintenance  practice  or 
device  for  electric  railway  or  bus 
repairs  may  be  submitted. 

5.  Articles  should  be  100  to  200 
words  long,  with  one  illustration, 
and  in  no  event  longer  than  400 
words  with  two  illustrations. 

6.  Illustration  material  may  be 
in  the  form  of  drawings,  sketches, 
blueprints  or  photographs.  All 
sheets  should  be  marked  "Mainte- 
nance Competition." 

7.  Manuscripts  should  be  mailed 
to  the  Editor  of  Electric  Rail- 
way Journal,  Tenth  Avenue  at 
36th  Street,  New  York,  N.  Y. 

8.  A  prize  of  $25  will  be 
awarded  each  month  for  the  best 
maintenance  idea  in  the  group  pub- 
lished during  that  month.    A  mini- 


Frank  B.  Carpenter 

who  was  awarded  the  monthly  prize  foi 
April  in  Electric  Railway  Journal's 
maintenance  contest,  is  master  mechanit 
of  the  Charleston  Interurban  Railroad, 
Charleston,  W.  Va.  He  has  occupiec 
this  position  since  November,  1926.  Mr 
Carpenter's  first  electric  railway  experi- 
ence was  with  the  Birmingham  Railway, 
Light  &  Power  Company,  as  master 
mechanic.  He  served  in  the  United 
States  Artillery  Corps  in  1899  at  the 
artillery  district  of  Key  West,  Fla., 
being  on  special  duty  as  assistant  to  the 
artillery  engineer.  Later  he  was  ap- 
pointed to  the  school  of  submarine  de- 
fense. Fort  Totten,  N.  Y.,  and  studied 
electrical  engineering  pertaining  to  coast 
defenses. 

Mr.  Carpenter  has  had  broad  experi- 
ence in  connection  with  various  elec- 
trical equipment,  having  served  in  the 
capacity  of  chief  electrician  and  elec- 
trical engineer  for  a  number  of  electrical 
companies.  He  designed  and  supervised 
many  power  plants  and  substations  in 
the  coal  fields  of  Alabama,  Kentucky, 
Ohio,  West  Virginia  and  Pennsylvania. 
In  his  present  position,  Mr.  Carpenter 
has  built  many  labor-saving  devices  for 
use  in  the  Charleston  shops  in  connec- 
tion with  maintenance  of  equipment,  and 
has  corrected  many  old  methods  by  sub- 
stituting improved  ones.  He  is  par- 
ticularly interested  in  everything  per- 
taining to  modem  methods,  and  ways  to 
make  an  electric  railway  efficient. 


mum  of  $5  will  be  paid  for  each 
article  accepted  for  publication. 
Manuscripts  will  be  received  until 
July  31,  1928. 

9.  Announcement  of  the  winner 
each  month  will  be  made  in  the 
issue  devoted  to  maintenance  and 
construction  (the  third  issue  each 
month)  following  the  month  in 
which  the  article  was  published. 

10.  Additional  details  were  giv- 
en in  this  paper,  issue  of  April  16, 
1927,  pages  700-701. 


May  19,  1928 


ELECTRIC  RAILWAY  JOURNAL 


Electric  Railway  Journal  Maintenance  Data  Sheet 

BOLiLINO    STOCK — THUCKS — 24 


Top  Plan 


821 


Device  for  Straightening  Brake  and  Door  Rods' 

By  Benjamin  H.  Hall 

Shop  Foreman  West  Penn  Railways,  McKeesport,  Pa. 


BRAKE  rods  sometimes  bend  when 
a  car  splits  a  switch,  and  door 
rods  require  straightening  due  to 
truck  and  automobile  collisions.  Usu- 
ally these  rods  are  less  than  1  in.  in 
diameter.  The  demand  for  a  device 
to  straighten  this  class  of  material 
led  the  West  Penn  Railways  to  con- 
struct a  screw-straightening  device 
in  its  McKeesport  shop.  Often  the 
bent  rods  can  be  straightened  in 
position  without  removing  them 
from  the  car.  Otherwise  it  is  neces- 
sary to  remove  doors  and  miscellane- 


ous equipment  in  order  to  have  the 
rods  straightened. 

The  straightening  device  consists 
of  a  crosshead  in  the  center  of  which 
is  a  li-in.  screw.  The  top  of  this  is 
arranged  to  take  a  round  bar  to  act 
as  a  handle  and  the  bottom  has  a 
block  to  fit  over  the  rod  to  be 
straightened.  The  crosshead  carries 
at  each  end  two  hooked  pieces  that 
extend  down  and  hold  the  rod  in 
position  while  the  screw  pressure  is 
applied. 


O 


^t\!.'J^SC 


I 


Side  Elevation 


1, 


JL 


-/e" 


-H 


~^-/=^ 


m 


'9f- A 

End  Eleva+ion 

Convenient  device  for  straighten- 
ing rods  without  removing  them 
from  cars 


M7(*?d  in  Electric  Railway  Journal  Prize  Contest 


Electric  Railway  Journal  Maintenance  Data  Sheet 

TKUCK  APJll    WAY    UKl'ARTMKNT — 26 


Testing  Frame  for  Track  Jacks* 

By  W.  J.  McCallum 

Foreman  Frog^  Shop  Way  Department  Toronto  Transportation  Commission, 

Toronto,   Canada 


WHEN  lining  special  trackwork 
use  is  frequently  made  of 
track  jacks  in  a  horizontal  position. 
Jacks  that  otherwise  operate  per- 
fectly sometimes  do  not  work  so  well 
when  used  horizontally.  In  order  to 
check  and  adjust  jacks  for  this  dfr- 
fect,  as  well  as  for  ordinary  repairs, 
a  frame,  shown  in  the  accompanying 
illustration,  was  designed  by  the  way 


department  frog  shop  of  the  Toronto 
Transportation  Commission,  To- 
ronto, Canada. 

The  frame  consists  of  two  pieces 
of  7-in.  T-rail  welded  to  short  cross 
arms.  Between  the  side  members  is 
a  sliding  head  made  up  of  a  seven- 
ton  spring  with  one-inch  plates  on 
either  side  held  together  with  J-in. 
bolts.    The  plates  have  a  boss  on  one 


side  to  hold  the  spring,  and  a  corre- 
sponding socket  on  the  other  which 
retains  the  head  of  the  jack. 

In  testing,  two  jacks  are  placed  in 
the  frame.  The  ram  of  one  is  run 
in  to  the  limit  and  the  other  is  fully 
out.  By  working  one  jack  against 
the  other,  the  spring  is  compressed 
and  each  can  be  tested  to  the  full 
length  of  stroke. 


: 


Framework  used  for  testing  jacks  in  a  horizontal  position 


Emitted  in  Electric  Railway  Journal  Prize  Contest 


822 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  Nn.2Q 


Electric  Railway  Journal  Maintenance  Data  Sheet 

KOI/IvING    STOCK — TRUCKS — 25 


Jig  for  Testing  Bent  Axles' 

By  C.  B.  Hall 

Chief  Clerk  Mechanical  Department 
Virginia  Electric  &  Power  Company,  Norfollt,  Va. 


Testing  an  axle  for  eccentricity  by  means  of  a  jig  made 
in  the  Norfolk  shop  of  the  Virginia  Electric  &  Power 
Company 


FOR  testing  bent  axles  and  the  alignment  of  wheels 
a  jig  shown  in  the  accompanying  illustrations  has 
been  constructed  in  the  machine  shop  of  the  Virginia 
Electric  &  Power  Company,  Norfolk,  Va.  An  I-Beam 
forms  the  base,  with  an  upright  at  either  end  made  of 
lx3-in.  bar.  Centers  for  the  axle  to  be  tested  are  fitted 
at  the  top  of  the  uprights,  one  of  which  is  arranged 
to  slide  to  provide  for  different  lengths  of  axles.  There 
is  a  screw  centering  adjustment  at  one  end.  A  movable 
truing  pin  is  clamped  to  the  center  of  the  base.  Adjust- 
ment of  the  pin  as  desired  is  made  with  a  thumbscrew. 
The  accompanying  illustration  shows  an  axle  in  posi- 
tion for  testing.  Wheel  alignment  after  wheels  are 
pressed  on  axles  is  also  tested  by  sliding  and  adjusting 
the  truing  gin  to  the  wheel. 


^Ruhmiiled  in  ELECTBic  Kailwat  Jocbnal  Prfsc  Content 


Electric  Railway  Journal  Maintenance  Data  Sheet 

TRACK   AND    WAY   DEPARTMENT — 87 


Protection  for  Cross  Bonding  in  Concrete' 

By  R.  J.  Fennell 

Asdstant  Roadmaster  Way  Department  Toronto  Transportation  Commisaion, 

Toronto,   Canada 


.Bonct 


Rubber  hose  is  installed  over  a  length  of  the  cross  bond  cables 
to  provide  for  movement 


by  means  of  the  scheme  shown  in  the 
accompanying  illustration. 

Before  the  terminal  is  welded  to 
the  rail,  a  12-in.  length  of  scrap  hose 
is  slipped  over  the  end  of  each  bond. 
The  opening  at  the  terminal  end  is 
stuffed  with  waste  and  that  at  the 
cable  end  is  closed  by  winding  with 
electrician's  tape.  With  this  method 
of  installation,  if  the  rail  becomes 
loose  in  the  concrete  bed,  any  move- 
ment is  taken  up  in  the  free  length 


BREAKING  of  concrete-imbedded    vented  by  the  welding  and  bonding    of  cable  within  the  hose  and  the  bond 
cross  bonds  at  the  point  where    section  of  the  Toronto  Transporta-    will  not  break  at  the  junction  of  the 
the  cable  enters  the  terminal,  is  pre-   tion   Commission,  Toronto,  Canada,    steel  terminal. 


•Sub»»W(«f  in  ELBCTnic  railway  Journal  Prize  Contmi 


May  19, 1928 


ELECTRIC  RAILWAY  JOURNAL 


823 


Electric  Railway  Journal  Maintenance  Data  Sheet 

ROtXINO  STOCK — MISCE£,r,ANEOVS — 32 


Staggered  Trolley  Hooks  Permit  Placing  Cars  Close  Together' 


By  Farrell  Tipton 

Electrician  San  Diego  Electric  Railway,  San  Diego,  Cal. 


MOST  carhouses  are  handicapped 
for  space  in  storing  cars,  so  it 
is  desirable  to  crowd  them  as  closely 
together  as  possible.  With  some 
types  of  cars  the  trolley  poles  extend 
beyond  the  ends,  and  with  the  trolley 
hooks  in  the  center,  cars  are  kept  a 
considerable  distance  apart  in  order 
to  give  clearance.  This  also  is  dan- 
gerous to  workmen  as  the  cars  may 
be  placed  so  close  together  that  the 
trolley  connections  on  one  car  will 
be  energized  by  the  car  ahead. 

To  overcome  these  objections  the 
San  Diego  Electric  Railway,  San 
Diego,  Cal.,  staggers  the  trolley 
hooks,  so  that  the  poles  will  pass 
each  other  with  the  cars  placed  close 
together.  This  was  accomplished 
with  little  cost  by  turning  the  hooks 
around  from  their  former  position 
and  using  the  same  installation  holes. 

'Huhnuttcd  in  Elkctgio  Railway  Journal  Prize  Contest. 


Staggered  trolley  hooks  permit  storage  of  cars  close  together 


Electric  Railway  Journal  Maintenance  Data  Sheet 

POWKR    AND    KI.EC'TRICAI>   DBPARTMEXT — 1 

Sectionalizing  Switch  Closed  by  Hand  Lever 


WITH  the  power  layout  of  the 
Key  System  Transit  Company 
it  is  oftentimes  necessary  to  hold  a 
sectionalizing  switch  closed  for  a 
moment  or  for  a  longer  time,  par- 
ticularly on  an  isolated  section  of 
line  where  a  short  circuit  has  opened 
the  sectionalizing  switches  at  both 
ends.  This  happens  when  the  sub- 
station feeding  the  section  is  shut 
down  for  inspection  or  other  reasons. 
It  is  then  necessary  to  close  one  of 
the  sectionalizing  switches  after  the 
short  has  been  cleared  before  the  other 
sectionalizing  switch  will  pick  up. 

To  effect  the  closure,  a  bracket  is 
mounted  on  the  main  frame  of  the 
sectionalized  switch  solenoid.  A 
right-angle     lever     at     one     corner 


throws  over  center  a  vertical  lever 
which  pulls  the  contactor  of  the 
switch  up  into  the  closed  position. 
At  the  extreme  upper  end  of  the 
right-angle  lever  is  a  rod  with  an  in- 
sulated joint  which  projects  through 
a  hole  in  the  bottom  of  the  switch 
box.  The  rod  is  not  shown  in  the 
illustration.  A  lineman  may  pull 
down  on  this  rod  to  close  the  switch. 
When  the  line  is  energized  the  switch 
will  hold  itself  closed.  The  rod  is 
then  raised  and  the  vertical  lever 
thrown  back  off  center  into  its 
original  position.  By  means  of  a 
slot  located  in  the  lower  end  of  the 
lever  the  rod  can  return  to  its  orig- 
inal position  without  disengaging  the 
switch  contactor. 


Device   mounted   on   sectionalizing 
switch  by  which  it  is  possible  mechan- 
ically to  close  the  contactor 


824 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.2C 


Electric  Railway  Journal  Maintenance  Data  Sheet 

BOLUMO    STOCK — MISCKLXAMEOVS — 33 


Four-Way  Tool  Post 


FOUR  tools  can  be  held  in  a  tool 
post  and  rotated  so  as  to  bring 
each  into  working  position  in  a 
handy  device  originated  by  workmen 
in  the  39th  Street  repair  shop 
of  the  Brooklyn-Manhattan  Transit 
Corporation,  Brooklyn,  N.  Y.  The 
base  for  this  tool  holder  consists  of 
two  parts,  a  bottom  bar  which  fits 
into  the  compound  rest  slide  of  the 
lathe  carriage  and  an  upper  circular 
section.  A  screw  which  passes 
through  these,  clamps  the  tool  holder 
to  the  lathe  carriage  in  the  same 
manner  as  with  an  ordinary  tool 
post  to  hold  it  firmly  in  posi- 
tion. 

The  top  of  the  four-way  tool  post 
holder  is  4i  in.  square  and  the  four 
tools  are  held  in  position  by  headless 


Four-way  tool-post  holder  for 
on  lathe 


setscrews.  The  accompanying  illus- 
tration shows  cutting-off  tools  in  po- 
sition, but  boring  tools  or  outside 
turning  tools  can  be  used  equally 
well.  When  the  holder  is  rotated  so 
as  to  bring  a  tool  into  position  it  is 
held  firmly  by  a  pawl  in  the  lower 
portion.  This  pawl  is  forced  into  a 
hole  in  the  top  section  by  a  spring. 
A  lever  in  the  lower  section  when 
pressed  down  disengages  the  pawl. 
By  a  quick  turn  of  the  clamping  stud 
the  holder  is  released  and  can  be  ro- 
tated so  as  to  bring  the  desired  tool 
into  position.  Another  turn  of  the 
lever  on  the  holder,  clamps  it  se- 
curely so  that  there  is  no  danger  of 
loosening.  The  entire  outfit  is  self- 
contained  and  there  are  no  detached 
parts  to  lose. 


Electric  Railway  Journal  Maintenance  Data  Sheet 

POWER  AND   KLECTBICAL,   UEPABTMKNT — a 

Automatic  Shutters  on  Blowers  for 
Air-Cooled  Transformers* 

By  M.  D,  Schwegler 

Superintendent    of    Power    Toronto    Tran.s- 
portation  Commission,  Toronto,  Canada 


ON  AIR  chambers  where  more 
than  one  blower  operates  in  an 
air  chamber  of  a  substation  consid- 
erable trouble  was  experienced  by  the 
Toronto  Transportation  Commission 
from  broken  shafts  and  couplings. 
The  breakages  were  caused  by  op- 
erators closing  the  motor  starting 
switch  on  the  motor  of  a  blower 
which  was  rotating  backward  due  to 
the  neglect  of  the  substation  at- 
tendant to  close  the  cut-off  shutter. 


This  trouble  has  been  eliminated 
by  installing  a  .self-operated  shutter. 
The  vanes  are  counterweighted  so 
that  they  are  slightly  off  balance. 
The  air  from  a  running  blower  holds 
the  shutter  open,  while  the  back 
pre.ssure  of  the  air  chamber  closes  it 
and  holds  it  closed  when  the  blower 
is  shut  down.  These  shutters  were 
installed  about  two  years  ago  and 
since  then  no  trouble  has  been  ex- 
perienced with  any  of  the  blowers. 


Fan  shutter   open   in  air    chamber   at 

Front    Street    substation    of    Toronto 

Transportation  Commission 


*8uhmUted  in  Elbctbio  Railwat  Joubnal  Prize  Contett. 


May  19. 1928 


ELECTRIC  RAILWAY  JOURNAL 


824a 


>*  ^^iji®*  ^^^ 


'A 


.1i«%X 


— and  at  a  reasonahle  cost 

The  "Tool  Steel"  QUIET  Gear,  will  not  ring 
— runs  without  noise.  A  new  method  of  filling 
dove-tailed  grooves  with  lead  completely  and 
permanently  deadens  sound. 

We  spent  years  experimenting  with  substances 
to  kill  the  ring  in  solid  gears.  Pads  of  various 
nature  bolted  in  the  web,  double  web  gears 
filled  with  non-resonant  materials,  grease  pads 
and  others  were  tried  but  were  discarded,  either 
because  noise  silencing  effect  was  not  perma- 
nent or  method  too  costly  for  general  applica- 
tion. 

The  "Tool  Steel"  QUIET  Gear  is  absolutely 
without  ring,  has  nothing  bolted  to  it,  is  not 
abnormal  or  peculiar  in  shape  or  construction 
and  costs  but  a  very  little  more  than  the 
Standard  "Tool  Steel"  Gear. 

Specify  ^^Tool  SteeP' 

QUIET  Gears  on  your 

next  order 

The  Tool  Steel  Gear  &  Pinion  Co, 

CINCINNATI,  OHIO 


■  «ji^. 


%^^/(iu^  GEARSand  piNIONy" 


824b 


ELECTRIC  RAILWAY  JOURNAL 


May  19,192 


AN  OVEN  FOR  THE  BAKING  OF 
CAR  MOTOR  ARMATURES  AND  COILS 


The  well -designed  and  properly  constructed  oven  for 
baking  car  motor  armatures  and  coils,  effects  important 
savings  in  maintenance  costs,  because: 

Its  general  layout  is  fitted  to  the  needs  of  the  plant 
where  it  is  located. 

It  reduces  to  a  minimum  the  amount  of  handling  and 
operating  labor  required. 

It  conserves  fuel  by  means  of  properly  disposed  insula- 
tion, heat-proof  construction  and  the  recirculation  of 
heated  air. 

It  gives  a  high  degree  of  product  uniformity,  due  to  a 
carefully  balanced  system  of  heating  and  ventilation, 
that      subjects      all 


1. 


3. 


4. 


6.  It  can  be  operated  with  complete  safety,  concentration 
of  inflammable  or  explosive  mixtures  of  gas  in  dangerous 
quantities  being  prevented. 

7.  It  does  not  allow  burning  or  embrittlement  of  the  insu- 
lating varnish. 

8.  It  produces  a  thoroughly  dry  film,  tough  enough  to 
withstand  the  most  severe  treatment  in  service  and 
developing  the  full  dielectric  strength  of  the  varnish. 

9.  It  bakes  the  coils  or  armatures  in  the  shortest  time 
consistent  with  characteristics  of  varnish  used. 


10.  It  delivers  the  baked  coils 
assembly. 


units  of  the 
load  to  the 
temperatures. 


oven 
same 


It  is  highly  flexible 
and  under  complete 
control,  so  that  bak- 
ing conditions  can 
be  accurately  varied 
to  suit  the  needs  of 
any  type  of  coils  or 
armatures  being  run. 


YOUNG  BROTHERS  COMPANY 

6S20  MACK  AVENUE,  DETROIT,  MICHIGAN 


DISTRICT    SALES    OFFICES 

30  Church  St.       ....      New  York 

1424  Guarantee  Title  BIdii..  Cleveland 

432  Pennant  BIdft.    -  -   -  -    St.  Ixjuls 

419  New  Call  BIdft.  .   -  San  Francisco 

908  Ellicott  Square      ...   -      BulTalo 

20  E.  Jackson  Blvd.      ...    Chlcafio 

807  San  Fernando  BIdft.,  Los  Angeles 

248  Central  BIdg.    .  .    Seattle,  Wash. 

10  High  St.    -    -    -    -   -   Boston,  Mass, 

Hiram  Walker  &  Sons,  Metal  Products 

Limited,  Walkervllle,  Ont. 


OVENS  _FOR     I 

Core  "and  Xmold 
baking  —  Low 
temperature 
heat  treating  — 
i>r>ing.  Japan- 
ning and  Enam- 
eling—  Electrical 
appliance  baking 
—  Adapted  to  all 
methods  of  heat- 
ing. 


I N  DUSTRIAin»VE|IS 


or  armatures  all  ready  for 

If  your  oven  units  do  not 
meet  these  standards, 
your  baking  and  mainte- 
nance costs  are  probably 
higher  than  they  need 
be. 

Young  Brothers  Com- 
pany are  prepared  to  in- 
vestigate and  make 
recommendations  for 
means  of  increasing  your 
oven  efficiency. 

You  are  under  no  obliga- 
tion in  accepting  this 
service. 


For  Lubricating 


— a  tested  lubricant 

CORRECT  lubrication  needs  the  best  lubricant. 
There's  a  great  deal  of  difference  in  lubricants — only 
the  right  lubricant  for  each  purpose  will  give  the  desired 
results. 


TULC 


— shows  savings  in  power,  in  bearings  and  in  labor.  Tests 
have  proved  its  superiority — it  has  become  standard  on 
many  properties. 

Write  for  complete  information  on  Tulc  lubricants. 

THE  UNIVERSAL  LUBRICATING  CO 

1400  Schofield  Building,  Cleveland,  Ohio 


Mav  19,  1928 


ELECTRIC  RAILWAY  JOURNAL 


825 


Electric  Railway  Journal  Maintenance  Data  Sheet 

BOLUNU    STOCK — KLJiCTKlCAL — 40 


Motor  Intake  Cover  to  Keep  Out  Snow* 


By  R.  T.  Chiles 

Master  Mechanic  Cumberland  County  Power 
&  Light  Company,  Portland,  Me. 


DURING  the  winter  months,  from 
the  middle  of  December  to  the 
middle  of  April,  the  Cumberland 
County  Power  &  Light  Company, 
Portland,  Me.,  is  compelled  to  close 
up  the  ventilating  intakes  of  its 
motors  to  prevent  an  accumulation 
of  snow  in  them.  The  tying  of 
canvas  over  the  ventilating  intakes 
was  tried  at  first,  but  was  found 
unsatisfactory.  It  also  was  expen- 
sive in  material  and  labor.  A  light 
galvanized  iron  cover  is  now  used, 
which  fits  over  the  ventilating  in- 
take. This  costs  30  cents  per  cover 
and  can  be  put  on  and  removed 
easily.     Its  substantial  construction 


Galvanized-iron   cover  fits   over 
ventilating  intakes  of  motor 

also  will  enable  it  to  last  several 
winters.  The  type  of  cover  used  is 
applicable  to  both  the  GE-201G  and 
the  GE-203A  motors. 


*Submitle4  «n  ELBCTBIC  Railway  Joubnal  Prize  Contest. 


Electric  Railway  Journal  Maintenance  Data  Sheet 

KOI>LINU    STOCK — ELKCTBICAL — 48 

Attachment  for  Lifting  Armatures  Quickly' 

By  Arthur  E.  Clegg 

Foreman  Electrical  Department  San  Diego  Klectric  Railway, 
San  Diego,  Cal. 

WHERE  armatures  are  dipped 
and  baked  a  common  method 
is  to  dip  them  with  the  commutator 
end  up.  For  this  a  device  for  at- 
taching the  lifting  hook,  which  can 
be  fastened  quickly  and  conveniently 
to  the  armature,  is  desirable.  Such 
a  device,  used  by  the  electrical  de- 
partment of  the  San  Diego  Electric 
Railway,  is  shown  in  the  accompany- 
ing illustration.  To  attach  it  to  the 
end  of  an  armature,  the  bolt  marked 
A  is  removed.  This  allows  side 
pieces  B  and  C  to  swing  apart,  giv- 
ing clearance  to  place  the  device  over 
the  armature  wiper  ring  D.  The 
side  pieces  are  cut  out  and  beveled. 
By  having  several  holes  in  the  end 
cross-pieces,  the  sides  can  be  ad- 
justed so  that  they  will  fit  snugly  is  longer  than  the  other,  allowing  the  equipment  together  form  a 
under  the  wiper  ring.  In  the  illus-  for  a  row  of  bolts  for  adjustment,  convenient  means  for  attaching  the 
tration,  one  of  the  end  cross-pieces   The     two     eyebolts     which     fasten   lifting  chain. 


Device  for  lifting  armatures  commutator  end  up 


'Submitted   m   Klkcthic  Railway   .loimNAL  Prize   Contest. 


826 


ELFXTRIC  RAILWAY  JOURNAL 


Vol.71,  Nn.2 


Electric  Railway  Journal  Maintenance  Data  Sheet 

BOLXJNG  STOCK — ELECTRICAL — 47 


Lifting  Armatures  by  Pinion  Nut  Threads 


Two  methods  of  lifting  arma- 
tures are  used  in  the  shop  of  the 
New  York,  Westchester  &  Boston 
Railroad,  Westchester,  N.  Y.  In  one 
of  these  the  armature  is  horizontal 
and  in  the  other  it  is  vertical.  The 
type  of  motor  now  in  service  is  such 
that  it  was  found  cheaper  and  quicker 
to  remove  and  install  the  armatures 
in  a  vertical  position.  The  lifting 
nut  shown  in  the  sketch  was  devel- 
oped for  this  purpose.  This  is  made 
of  a  "U"  bracket,  rotating  cross  bar, 
swivel  eyebolt  and  a  ring.  The  "U" 
bracket  is  made  from  JxSJ-in.  stock. 
The  bottom  is  drilled  and  tapped  to 


fit  the  armature  shaft  pinion  nut 
threads  and  the  ends  and  sides  are 
forged  down  to  a  width  of  3  in.  A 
Jx4-in.  bar  installed  inside  of  this 
bracket  swivels  on  axles  of  1-in.  diam- 
eter. An  eyebolt  made  from  li-in. 
round  stock  is  riveted  loosely  to  the 
center  of  the  bar  so  that  it  is  free  to 
rotate.  The  lifting  is  done  by  a  6i- 
in.  diameter  ring  made  from  1-in. 
round  material  fastened  to  the  eye- 
bolt. 

The  horizontal  lifting  is  done  by 
means  of  a  flat  leather  sling.  Both 
of  these  lifting  methods  have  proved 
entirely  satisfactory. 


If  round 


1  ■          1    .' 

Y. 

A- 

;        i      f- 

/'.J"-  . 

'm^w/iil 

K- 

6'.'-—- 

•> 

Device  used  for  lifting  armatures  by  the 
end  of  shaft 


Electric  Railway  Journal  Maintenance  Data  Sheet 

ROLLING   i«TOl'K— ELECTRICAL 18 


Cutter  for  Dust  Guard  Holes 


MOST  electric  railways  make 
their  own  dust  guards  for  jour- 
nal bearings  out  of  wood.  The 
accompanying  illustration  shows  a 
special  cutting  tool  which  has  been 
developed  in  the  39th  Street  repair 


shop  of  the  Brooklyn-Manhattan 
Transit  Corporation,  Brooklyn,  N.  Y., 
for  doing  this  work.  The  shank  of 
the  tool  is  arranged  to  fit  in  a  drill 
press  so  that  different  sized  holes  can 
be  cut.    The  lower  end  of  the  shank 


carries  a  center  point.  This  is  held 
down  against  the  piece  of  wood  by  a 
small  spring  inside  the  shank.  As 
the  cutting  tools  are  fed  into  the 
work  the  center  lifts  to  the  extent 
that  the  tools  sink  into  the  work. 


Convenient   tool    for   cutting   holes   in  dust   guards 


Mav  19,  1928 


ELECTRIC  RAILWAY  JOURNAL 


Way  and  Structures  Men  Hold  Spring 
Meeting  in  Atlanta 


MEMBERS  of  the  A.E.R.E.A.  Way 
and  Structures  Division  and  guests 
numbering     52     gathered     in     Atlanta, 
Georgia,  on  Monday,  May  7,  for  a  series 
of   meetings   during   that    week.      This 
was  the  largest  meeting  of  the  division 
ever  held  and  among  the  guests  were  a 
number  of  way  engineers  from  southern 
properties.     The  Georgia  Power  Com- 
pany  acted   as   host   and   arranged   an 
interesting  program  of   inspection   and 
sight-seeing  trips,  including  an  inspec- 
tion of  the  railway  property  in  Atlanta. 
The  committee  on  this  trip  had  an  op- 
portunity to  inspect  the  so-called  beam 
type   of   track   which   for   a   number   of 
years  has  been  employed  successfully  in 
Atlanta  with  both  steel  and  wood  ties, 
and   to   observe   the   condition   of   this 
track  and  various  types  of  paving  which 
have  been  in  service  for  a  long  period 
of  time.     The  storage  yard,  creosoting 
plant  and  track  machinery  of  the  com- 
pany were  also  of  special  interest.    The 
delegates    were    guests    of    Frank    L. 
Butler  on  Tuesday  evening,  at  a  dinner 
held  at   the   East   Lake   Country   Club. 
On  Wednesday,  the  entire   group  was 
taken  by  automobile  to  the  camp  of  the 
Georgia  Power  Company  at  Gainesville, 
where  several  of  the  committee  meet- 
ings were  held.    Among  the  points  of 
interest  shown  the  delegates  was  Stone 
Mountain,  just  outside  of  Atlanta. 

All  of  the  meetings  were  unusually 
well  attended  and  the  discussion  of  the 
various  subjects  was  participated  in  by 
the  invited  guests  as  well  as  by  the  com- 
mittee members.  At  the  close  of  the 
meetings  a  resolution  was  passed  by  the 
Way  and  Structures  Division  expressing 
the  appreciation  of  the  group  for  the 
many  courtesies  extended  them  by  the 
Georgia  Power  Company.  Also  a  reso- 
lution was  passed  thanking  Frank  L. 
Butler,  C.  A.  Smith  and  H.  L.  Wills, 
who  were  in  charge  of  the  arrangements 
and  who  did  everything  possible  to 
make  the  meetings  and  the  trips  success- 
ful and  enjoyable. 

Following  are  brief  reports  of  the  sev- 
eral meetings  of  committees  in  this  divi- 
sion held  during  the  week. 

No.  2 — Special  Trackwork 

SPECIAL  way  and  structures  committee 
No.  2  met  in  the  •  directors'  room  of 
the  Georgia  Power  Company  on  Monday, 
May  7,  with  more  than  40  members  and 
guests  present.  Some  of  the  more  impor- 
tant matters  discussed  and  acted  upon  by 
the  committee  were  as  follows : 

The  shape  of  the  opening  in  the  switch 
body  casting  and  the  location  and  shape 
of  the  pocket  for  the  several  switches  under 
consideration  by  the  committee  were  agreed 
upon.  The  throw  at  the  center  line  of  the 
lug  was  increased  to  If  in.  for  all  of  the 


proposed  standard  switches  and  the  loca- 
tion of  the  lug  was  changed  accordingly 
on  each  switch.  Agreement  was  reached 
to  brand  all  switch  tongues  on  the  top  at 
the  heel  with  radius,  hand  and  symbol  of 
maker.  In  addition,  the  maker  may,  at  his 
option,  show  the  tongue  pattern  in  de- 
pressed numbers  on  the  underside  of  the 
tongue. 

There  was  but  a  brief  progress  report  on 
the  subject  of  expansion  joints.  Action 
was  taken  on  a  report  submitted  by  Mr. 
Bragg  on  rules  for  the  maintenance  of 
electric  or  spring  switches.  A  design  of 
double  spring  frog  prepared  by  Mr.  Pea- 
body  was  discussed  and  certain  modifica- 
tions suggested.  In  accordance  with  the 
action  taken  at  a  meeting  held  on  Dec.  30, 
1927,  Mr.  Alden  presented  a  revised  design 
for  split  switches,  which  was  approved. 

The  specification  for  iron  bound,  hard 
center  special  trackwork  was  considered 
in  detail.  Each  of  the  railway  representa- 
tives present  spoke  of  his  experiences  with 
this  type  of  construction  and  expressed  his 
opinion  regarding  the  necessity  for  modi- 
fications of  the  specification.  Each  manu- 
facturer representative  present  expressed 
his  opinion  regarding  the  necessity  for 
modifying  the  present  specification.  After 
.some  further  discussion  the  meeting  was 
adjourned  and  reconvened  on  Wednesday 
evening  at  the  Georgia  Power  Company 
Camp.  As  a  result  of  thorough  discussion 
the  following  modifications  were  proposed 
and  agreed  upon  by  the  committee : 

Paragraph  412  —  A  sentence  is  to  be 
added  to  this  paragraph  reading,  "When 
necessary  between  switches,  mates,  frogs 
and  crossing  intersections,  a  four-bolt  joint 
on  7-in.  special  trackwork  and  an  eight-bolt 
joint  on  9-in.  special  trackwork  may  be 
used  unless  otherwise  specified." 

Paragraph  407  (a)— Omit  the  last  sen- 
tence reading,  "The  minimum  depth  of  the 
body  portion  shall  be  8  in."  and  substitute 
for  it  the  following,  "The  minimum  depth 
of  iron  under  7-in.  sjjecial  trackwork  to  be 
1   ill.  thick." 

No.    12 — Rail    Corrugation 

COMMITTEE  No.  12  met  also  in  the 
directors'  room  of  tlie  Georgia  Power 
Company  on  Tuesday  afternoon,  following 
an  inspection  trip  of  the  railway  property 
in  which  particular  attention  was  given 
to  those  sections  of  track  on  which  co'- 
rugation  has  occurred.  There  were  32 
members  and  guests  present  at  this  meet- 
ing. Secretary  Ewing  announced  that  data 
collected  for  six  locations  in  Defoit  had 
recently  been  received.  He  asked  for  sug- 
gestions regarding  the  analysis  of  the  data 
now  on  hand  from  various  properties.  After 
discussion  he  was  requested  to  submit,  prior 
to  the  next  meeting,  analyses  which  in  his 
opinion  would  be  of  the  greatest  value. 
Among  the  more  important  matters  dis- 
cussed by  this  committee  may  be  mentioned 
the  following : 

Contributing  causes  of  corrugation  and 
allied  subjects  and  causes ;  do  corrugations 
occur  alternately  or  opposite  when  botli 
rails  are  aFected?;    car  nosing,  including 


stresses  set  up  in  rails;  analysis  of  rail 
stresses,  including  those  set  up  by  changes 
in  temperature;  tractive  effort  stresses; 
vertical  and  torsional  vibrations  of  wheels; 
vertical  vibration  of  rails;  rail  fatigue; 
area  of  wheel  contact;  rail  deflection  tests. 

There  was  also  a  discussion  of  the  cor- 
rugation observations  taken  on  the  inspec- 
tion trip  during  the  morning.  A  statement 
prepared  by  H.  S.  Williams  of  Detroit  on 
"Stresses  in  Steel  Rails  Caused  by  Tem- 
perature Variation"  was  read  and  discussed. 
This  statement  was  based  on  data  obtained 
f'-om  the  Department  of  Street  Railways, 
Detroit. 

X  uc  complexity  and  highly  technical 
nature  of  the  work  assigned  to  this  com- 
mittee is  evident  from  the  list  of  subjects 
outlined  above.  It  has  been  necessary  for 
the  committee  in  analyzing  many  of  these 
problems  to  either  devise  new  instruments 
or  adapt  existing  scientific  measuring  de- 
vices to  the  particular  tests  at  hand.  The 
committee  probably  will  not  be  in  a  position 
to  make  a  final  report  for  some  time  but 
at  the  conclusion  of  the  nfleting  it  was 
agreed  that  a  progress  report  would  be 
presented  at  the  convention  this  year  cover- 
ing :  ( 1 )  A  brief  statement  of  the  previous 
consideration;  (2)  a  record  of  meetings 
for  the  year  and  work  done  on  each  of  the 
subdivisions  of  the  assignment;  (3)  con- 
clusions where  any'have  been  reached;  (4) 
recommendations. 

No.    5 — Wood   Preservation 

WAY  and  structures  committee  No.  5 
held  a  brief  meeting  at  the  Georgia 
Power  Company  Camp  on  Thursday.  Due 
to  the  fact  that  the  work  of  this  commit- 
tee had  not  progressed  very  far  the  attend- 
ance was  small  and  the  meeting  was  quite 
informal.  A  tentative  report  was  presented 
by  Mr.  Swayze  on  preservatives  other  than 
creosote.  Several  suggestions  were  made 
for  elaborating  certain  phases  of  the  report 
and  Mr.  Swayze  agreed  to  carry  out  these 
suggestions  and  present  another  report  prior 
to  the  next  meeting. 

Mr.  Smith  announced  that  Mr.  White 
had  presented  a  report  on  wood  preserva- 
tives having  resistance  to  fire.  He  an- 
nounced that  the  other  three  subjects — 
Review  of  Manual,  Treatment  of  Poles 
and  Timber  in  Place  and  Economy  in  use 
of  Treated  Timber  were  not  yet  ready  for 
presentation. 

In  a  general  discussion  tiAO  matters  were 
brought  up  for  consideration:  (1)  How 
can  the  committee  best  stimulate  interest 
in  the  use  of  wood  preservatives?  (2)  To 
what  extent  is  it  desirable  to  duplicate  in 
the  Manual  existing  specifications  of  the 
American  Wood  Preservers'  Association  or 
the  American  Society  for  Testing  Mate- 
rials? Both  of  these  questions  will  be 
discussed  at  the  next  meeting  of  the  com- 
mittee which  will  be  held  just  prior  to  the 
next  meeting  of  the  standing  committee 
on  way  and  structures. 

Standing  Committee  on  Way  and 
Structures 

FOLLOWING  these  sessions  of  special 
committees,  a  meeting  of  the  Standing 
committee  on  way  and  structures  was 
held  at  the  Georgia  Power  Company  Camp 
on  Friday,  May  11,  with  34  members  and 
guests    present.      Eleven    of    the    thirteen 


828 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.20 


members  of  the  standing  committee  were 
represented  and  in  addition  five  of  the  seven 
special  committee  chairmen,  who  are  not 
members  of  the  standing  committee,  were 
represented. 

T.  H.  Newbold,  representing  W.  R.  Dun- 
ham, Jr.,  presented  the  progress  report  of 
special  committee  No.  1  containing  a  num- 
ber of  recommendations  to  advance  exist- 
ing recommended  specifications  or  designs 
to  standards.  The  committee  recommended 
also  that  Manual  section  WlOl-15  be  re- 
ferred to  a  proper  committee  for  study 
and  that  if  no  revisions  are  required  it  be 
advanced  to  standard.  A  recommendation 
was  also  made  to  combine  Manual  section 
Wl  11-25  with  W13-24,  making  the  com- 
bined section  a  standard.  It  was  voted  to 
put  a  footnote  on  Manual  section  Wl  13-23 
calling  attention  to  the  revised  serial  desig- 
nations of  Manual  sections  referred  to  by 
number  in  this  specification.  It  was  voted 
also  to  withdraw  section  W200-23  from 
the  Manual  and  substitute  a  single  page 
reference  calling  attention  to  the  with- 
drawal and  stating  that  the  text  may  be 
found  in  the  Engineering  Proceedings.  All 
of  the  above  matters  will  be  submitted  for 
letter  ballot  to  the  entire  standing  com- 
mittee. 

Mr.  Ryder  reported  briefly  on  the  work 
of  way  and  structures  special  committee 
No.  2  and  stated  that  a  written  report 
would  be  prepared  and  submitted  for  con- 
sideration at  %  later  date. 

Mr.  Baker  stated  that  his  committee  had 
sent  out  a  questionnaire  to  a  selected  list  of 
41  member  companies,  32  of  which  had 
replied  to  date.  He  reported  that  this  com- 
mittee met  on  March  7  in  Chicago.  Mr. 
Baker  expects  to  obtain  replies  from  the 
nine  companies  that  have  not  yet  answered 
the  questionnaire  after  which  his  committee 
will  analyze  the  data  and  prepare  a  report. 

Mr.  Smith  reported  on  the  meeting  held 
by  his  committee,  No.  5,  on  May  10.  i'here 
was  some  discussion  of  the  desirability  of 
adopting  certain  wood  preservation  speci- 
fications by  reference  oniy  where  they  were 
identical  with  those  of  the  American  Wood 
Preservers'  Association  or  the  American 
Society  for  Testing  Materials.  The  difii- 
culty  and  expense  of  the  frequent  revisions 
of  these  specifications  was  stressed  and 
the  committee  in.structcd  to  give  serious 
consideration  to  this  matter  in  its  report. 
In  connection  with  the  matter  of  stimulat- 
ing interest  in  the  use  of  wood  preservatives 
the  general  opinion  seemed  to  be  that  more 
attention  would  be  devoted  to  the  economies 
to  be  obtained  with  wood  preservatives. 

Mr.  Merker,  representing  Chairman 
Gailor  of  way  and  structures  committee 
No.  6,  reported  that  his  committee  had 
been  expanded  to  include  additional  manu- 
facturers and  railway  engineers  and  that 
the  hearty  co-operation  of  the  .American 
Welding  Society  was  now  being  obtained 
through  the  committee  appointed  by  Pres- 
ident Farmer  of  that  organization.  Atten- 
tion was  called  to  the  decision  of  the  com- 
mittee to  change  the  title  of  the  welding 
rod  specification  from  "Si)ecificati<m  for 
Welding  Rcxls"  to  "Si)ecificatioii  for  Hare 
Electrodes."  A  specification  is  also  being 
prepared  covering  the  so-called  flame  test 
which  has  recently  been  developed  and  is 
believed  to  be  a  simple  yet  very  practicable 
test  for  determining  the  welding  properties 
of  the  electrodes.  Mr.  Merker  further 
stated  that,  owing  to  the  delay  in  expand- 
ing the  committee  and  in  arranging  for  the 
co-operation  of  the  American  Welding  So- 
ciety, it  would  not  be  possible  to  present 
more  than  a  progress  report  this  year. 

Mr.  .Spencer  reported  in  considerable  de- 
tail on  the  work  to  date  in  investigating 
alloy  steels  other  tlian  manganese  lor  spe- 
cial track  work.     He  announced  the  results 


of  some  welding  tests  on  both  chrome 
nickel  and  manganese  steel  which  had  been 
made  by  the  Canadian  Steel  Foundries  on 
specimens  welded  by  the  Montreal  Tram- 
ways. He  also  announced  the  results  of 
the  tests  made  by  the  Lorain  Steel  Com- 
pany on  test  specimens  which  they  them- 
selves made  up.  In  view  of  the  fact  that 
there  are  a  number  of  variables  entering 
into  such  tests  it  is  not  surprising  thnt 
there  were  some  inconsistencies  in  the 
results  of  the  two  sets  of  tests.  Mr.  Spen- 
cer hopes  to  arrange  with  each  of  the  manu- 
facturers to  submit  test  pieces,  all  of  which 


COMING  MEETINGS 
OF 

Electric  Railway  and 
Allied  Associations 

May  22-24 — Indiana  Public  Utilities 
Association,  Columbia  Club,  Indian- 
apolis, Ind. 

May  24— New  England  Street  Rail- 
way Club,  annual  meeting,  Boston, 
Mass. 

May  2S-3I  —  National  Association 
Purchasing  Agents,  annual  conven- 
tion and  exhibit,  American  Royal 
Building,  Kansas  City,  Mo. 

June  4-6 — Midwest  Electric  Rail- 
way Association,  Hotel  Baltimore, 
Kansas  City,  Mo. 

June  4-8 — National  Electric  Light 
Association,  Atlantic  City,  N.  J. 

June  6-S — Canadian  Electric  Rail- 
way Association,  annual  convention 
and  exhibit,  Toronto,  Canada. 

June  12-13 — American  Wood  Pre- 
servers' Association,  Chattanooga, 
Tenn. 

June  14-15 — New  York  Electric 
Railway  Association,  Half  Moon 
Hotel,  Coney  Island,  N.  Y. 

June  20-27  —  American  Railway 
Association,  Div.  5 — Mechanical,  an- 
nual convention  and  exhibit,  Atlantic 
City,  N.  J. 

June  21-22  —  American  Railway 
Association,  Motor  Transport  Divi- 
sion, Atlantic  City,  N.  J, 

June  21-22  —  Wisconsin  Utilities 
Association,  Accounting  Section, 
Hotel  Pfister,  Milwaukee,  Wis. 

June  2S-29—CentTa\  Electric  Rail- 
way Association,  Cedar  Point,  Ohio. 

July  *-/2— Public  Utilities  Adver- 
tising Association  and  International 
Advertising  Exposition,  Detroit,  Mich. 

July  13 — A.E.R.A.  Executive  Com- 
mittee, New  York,  N.  Y. 

July  1/1-20 — American  Society  of 
Civil  Engineers,  annual  convention, 
Buffalo,  N.  Y. 

July  25-27 — Electric  Railway  Asso- 
ciation of  Equipment  Men,  Southern 
Properties,  Cincinnati,  Ohio. 

July  27-2*— Central  Electric  Rail- 
way Accountants'  Association, 
Detroit,  Mich. 

Aug.  16-17  —  Wisconsin  Utilities 
Association,  Transportation  Section, 
Sheboygan,  Wis. 

SEPT.  22-28,  1928 
American  Electric  Railway 
Association,  47th  annual  con- 
vention   and    exhibit,   Cleve- 
land, Ohio. 


will  be  welded  in  the  presence  of  the  com- 
mittee with  the  same  types  of  electrodes 
and  by  the  same  welder.  It  is  his  plan 
then  to  have  the  welded  specimens  tested 
ill  the  laboratory  in  the  presence  of  the 
committee  members.  He  stated  that  one 
more  meeting  of  the  committee  would  be 
held  this  year,  but  that  it  was  not  likely  that 
a  final  report  would  be  presented  at  the 
convention. 

Mr.  Harvey  presented  a  copy  of  a  ten- 
tative report  of  his  committee  which  was 
read  and  discussed.  Comment  was  made 
on  the  use  of  T-rails  in  the  cross-sections 
of  track  construction  used  as  illustrations 
and  it  was  pointed  out  that  the  commit- 
tee had  simply  followed  out  the  procedure 
adopted  by  previous  committees  on  this 
subject.  It  was  suggested  that  except  in 
the  case  of  pavement  contours  suitable  only 
for  T-rail  sections  the  association's  7-in. 
grooved  girder  rail  be  shown  in  the  illus- 
trations. 

Owing  to  the  importance  of  this  subject 
and  the  fact  that  the  report  had  not  been 
studied  by  the  members  of  the  standing 
committee,  the  chairman  asked  each  mem- 
ber to  review  the  report  promptly  on  his 
return  home  and  forward  to  Mr.  Harvey  a 
written  discussion,  sending  copies  of  the 
discussion  to  all  members  of  tlie  standing 
committee.  With  this  information  Mr. 
Harvey's  committee  will  then  be  in  a  posi- 
tion to  prepare  a  final  draft  of  the  report 
for  consideration. 

Mr.  Hughes,  chairman  of  the  committee 
on  bus  garages,  was  not  present  and  no 
report  was  submitted.  Mr.  Hecker  sub- 
mitted a  copy  of  the  advance  report  of  the 
National  Fire  Protection  .Association 
garage  committee  and  called  attention  to 
the  modifications  which  had  been  made  in 
the  original  draft  through  the  efforts  of 
the  A.E.R.E.A.  representatives.  He  stated 
that  copies  of  this  report  had  been  sub- 
mitted to  way  and  structures  committee 
No.  9  for  comment  and  criticism  and  that 
during  the  coining  year  the  report  would 
again  be  reviewed  by  the  National  Fire 
Protection  Association  garage  committee 
with  the  view  of  making  any  necessary 
revisions  and  submitting  it  in  1929  for  final 
adoption.  He  reported  also  that  at  a  recent 
meeting  the  committee  had  analyzed  its 
several  subject  assignments  and  agreed 
upon  a  program  of  carrying  out  the  work 
for  the  year. 

Mr.  Hawkins,  reporting  as  chairman  of 
the  committee  on  track  construction,  stated 
that  it  did  not  desire  to  make  any  recom- 
mendations this  year.  Due  to  the  inter- 
locking membership  on  the  corresponding 
committee  of  the  American  Society  for 
Municipal  Improvements,  and  the  harmoni- 
ous relationship  existing  between  the  two 
committees  Mr.  Hawkins  did  not  believe 
anything  should  be  done  by  the  way  and 
structures  division  which  would  in  any 
way  disturb  the  present  satisfactory  sit- 
uation. 

Mr.  Wysor  reviewed  briefly  the  work 
of  the  committee  on  rail  corrugation,  call- 
ing attention  to  the  meeting  held  earlier 
in  the  week  and  outlining  the  status  of  the 
various  matters  under  consideration.  He 
stated  that  his  committee  would  present 
only  a  progress  report  covering  the  work 
accomplished  during  the  year. 

Chairman  Eckroad  of  way  and  structuns 
committee  No.  13,  joint  railway  and  \nr, 
terminals,  was  not  present  nor  was  any 
report  presented  for  the  committee.  M  r 
(ieorge  stated  that  he  had  seen  no  cor- 
respondence of  (Ills  committee  since  ii-> 
organization  but  attributed  this  to  tlie  f.i'  i 
that  the  committee  was  organized  rath'  r 
late  in  the  year.  Chairman  Eckroad  i> 
urged  to  make  a  special  effort  to  have  at 
least  a  progress  report  for  the  convention. 


May  19,  1928 


ELECTRIC  RAILWAY  JOURNAL 


829 


Mr.  George  reported  that  way  and  struc- 
tures committee  No.  14,  rails,  had  sub- 
mitted a  final  report  on  branding  which 
had  been  sent  to  the  standing  committee 
for  letter  ballot,  ten  votes  having  been 
cast.  This  report  was  prepared  after  joint 
consideration  by  way  and  structures  com- 
mittee No.  14  and  representatives  of  the 
track  committee  of  the  A.R.E.A.  Mr. 
George  announced  that  in  two  of  the  votes 
cast,  one  disapproved  the  recommendation 
and  the  other  made  certain  suggestions  for 
an  alternate  rail  designation.  Following  a 
discussion  both  of  those  members  withdrew 
their  original  votes  and  approved  the  rcpoA 
as  submitted.  The  remaining  two  members 
were  asked  to  submit  their  votes  as 
promptly  as  possible.  It  was  requested  by 
Chairman  Alden  of  this  committee  that 
the  submission  of  the  report  to  the  general 
secretary  be  withheld  until  action  had  been 
taken  by  the  A.R.E.A.  track  committee  on 
May  30. 

Mr.  Clark,  submitted  for  special  commit- 
tee No.  15,  drawings  of  a  full  size  for  a 
track  checking  gage  and  wheel  checking 
gage.  This  gage  is  so  designed  as  to  permit 
readings  on  a  scale  of  the  actual  gage  of 
either  track  or  wheels. 

Mr.  Ryder  questioned  the  effect  of  the 
curved-head  rails  on  the  location  of  the 
gaging  points  on  the  rail  and  of  the  need 
for  considering  this  in  the  design  of  a 
measuring  device.  He  also  called  attention 
to  the  fact  that  the  committee  had  appar- 
ently not  considered  the  second  half  of  its 
assignment,  viz.,  "Check  gaging  point  on 
rails  and  wheels  to  determine  if  present 
practice  is  correct."  .'\fter  some  discussion 
it  was  voted  that  the  drawing  be  referred 
back  to  special  committee  No.  IS  and  that 
it  be  requested  to  complete  its  assignment. 
In  the  discussion  of  the  gage  submitted 
Mr.  Flowers  and  Mr.  Ewing  both  stressed 
the  importance  of  wheel  coning  on  the  cen- 
tering of  the  wheels  on  the  rails. 

Chairman  L.  A.  Mitchell  of  special 
committee  No.  16  was  not  present  at 
the  meeting  and  no  report  was  submitted. 
This  committee  was  organized  late  in  the 
year,  wliich  probably  accounts  for  the  delay 
in  getting  the  work  started.  Chairman 
Mitchell  is  urged  to  make  a  special  effort 
to  at  least  present  a  progress  report  at  the 
convention. 

Chairman  George  then  called  attention 
to  a  suggestion  of  Mr.  Smith  that  a  study 
be  made  of  the  desirability  of  modifying 
the  heads  of  the  Association's  standard 
girder  guard  rails  to  conform  to  the  curved 
heads  of  the  standard  grooved  girder  rails. 
Mr.  Smith  moved  that  the  matter  be  re- 
firred  to  special  committee  No.  14  for 
consideration  and  report.  The  motion  was 
ilnly  seconded  and  approved. 

Those  in  attendance  at  the  several  com- 
mittee meetings  were :  C.  A.  Alden,  F.  L. 
Butler,  S.  Clay  Baker,  B.  R.  Brown,  David 
Herman,  E.  B.  Bloom,  J.  A.  Campbell, 
I!.  R.  Chestney,  Charles  H.  Clark,  T.  H. 
I  )avid,  E.  B.  Entwisle,  L.  O.  EifTert,  D.  D. 
Mwing,  H.  Fort  Flowers,  H.  H.  George, 
(  .  L.  Hawkins.  W.  H.  Hayes.  H.  F.  Heyl, 
A.  K.  Harvey,  J.  H.  Haylow,  G.  C.  Hecker, 


C.   R.    Kinnear,    W.    M.    Kingston,    T.   J.  cer,  J.  H.  Sundmaker,  H.  F.  Swayze,  C.  A. 

Lavan,  J.  R.  McKay,  A.  D.  WcWhorter,  Smith,  E.  M.  T.  Ryder,  E.  R.  Rath,  C.  R. 

W.    H.    McAloney,    R.    F.    Marion,   J.   T.  Seybold,  R.  E.  Tafel,  A.  Taurman,  H.  J. 

Moore,  H.  F.  Merker,  C.  L.  Moses,  T.  N.  Tippet,    J.    B.    Tinnon,    H.    S.    Williams, 

Newbold,  A.   M.  Nardini,   E.   S.  Olmsted,  W.  W.   Wysor,   A.   S.  Wentworth,   A.   J. 

R.  M.  O'Brien,  M.  L.  Rahner,  A.  T.  Spen-  Yauger,  W.  S.  Yeates. 


Xew«  of  Other  Associations 


=^te^>= 


Central  Master  Mechanics  Hold 
Two-Day  Session 

EIGHTY  maintenance  men  attended 
the  Erie  meeting  of  the  Central 
Electric  Railway  Master  Mechanics' 
Association  on  May  9  and  10.  This 
appro.ximated  the  record  established  at 
the  Pittsburgh  meeting  a  year  ago, 
which  at  tliat  time  was  credited  with 
being  the  largest  in  the  history  of  the 
association.  The  two  days  spent  in  Erie 
were  crowded  to  the  limit  with  a  busi- 
ness session  and  inspection  trips. 
During  the  business  session  wiiich  oc- 
cupied the  morning  of  the  first  day  and 
a  part  of  the  afternoon  the  reports  of  a 
number  of  standing  committees  were 
presented,  discussed  in  considerable  de- 
tail and  adopted  with  some  modifications. 

Further  progress  was  made  in  deter- 
mining equipment  standards  for  freight 
cars  in  interchange  service  and  for  the 
completion  of  a  revised  list  of  uniform 
charges  and  standards.  Standardization 
details  relating  to  grab  bars  were  dis- 
cussed and  the  recommendations  of  the 
conunittee  accepted.  Chairman  A.  J. 
Challeen  of  the  committee  on  revision  of 
uniform  charges  presented  a  report  out- 
lining a  new  basis  for  standardizing 
prices  of  truck  and  car  parts.  The  sys- 
tem of  credits  is  eliminated  and  an 
allowance  for  the  salvage  value  of 
scrapped  parts  made  in  fixing  the  new 
prices  for  replacements.  Before  the 
adoption  of  this  report,  however,  con- 
siderable discussion  was  aroused.  In 
the  rules  governing  the  condition  and 
repair  of  freight  cars  for  interchange 
service  as  adopted  by  the  association 
May  11,  1927,  and  published  in  Electric 
Railway  Journal  for  May  28,  1927, 
and  Jan.  7,  1928,  the  objection  was 
raised  to  the  "plus  15  per  cent"  which 
rule  38  autliorized  to  be  made  over  and 
above  the  cost  for  material  and  labor  in 
making  repairs  to  foreign  cars. 

The  committee  appointed  to  write  a 
set  of  instructions  covering  the  proper 
use  of  cards  and  forms  used  in  the  inter- 


change of  equipment  in  cases  involving 
damage  to  cars  recommended  the  use  of 
four  forms  only ;  a  defect  card,  bad  order 
card,  repair  card,  and  a  uniform  foreign 
defect  and  repair  report.  The  com- 
mittee stated  that  while  it  is  true  that 
several  additional  cards  have  been 
adopted  by  the  association,  it  was  the 
consensus  of  opinion  that  there  should 
be  published  at  present  only  the  four 
forms  mentioned,  and  that  the  members 
of  the  association  should  see  that  their 
foremen,  inspectors  and  repair  men  be- 
come thoroughly  familiar  with  the  use 
of  the  cards.  Detailed  instructions  for 
their  use  were  incorporated  in  the  re- 
port and  the  whole  accepted. 

The  meeting  voted  to  incorporate  all 
existing  standards,  uniform  charges  and 
forms  used  in  the  conduct  of  interchange 
business  in  a  handbook  to  be  published 
by  the  association  as  soon  as  possible. 

Following  the  completion  of  com- 
mittee reports  the  session  was  thrown 
open  for  a  consideration  of  questions  re- 
lating to  mechanical  practices  which  had 
been  previously  prepared  and  sent  to  the 
members.  Lively  differences  of  opinion 
developed. 

In  addition  to  entertaining  the  master 
mechanics  at  luncheons  on  Wednesday 
and  Thursday  the  General  Electric  Com- 
pany was  the  host  at  a  banquet  given 
tliem  Wednesday  evening  at  the  Law- 
rence Hotel,  Erie.  The  dinner  was  made 
the  occasion  for  informal  remarks  from 
F.  E.  Case,  railway  engineer  of  the 
General  Electric  Company,  who  was 
called  on  by  F.  J.  Foote,  president  of  the 
association. 

Thursday  was  given  over  to  an  in- 
spection tour  of  the  Erie  works  of  the 
Genera!  Electric  Company,  and  for  those 
who  especially  wished  it  a  trip  was 
arranged  between  Erie  and  Northeast, 
Pa.,  on  a  magnetic-brake  equipped  car 
belonging  to  the  Buffalo  &  Erie  Rail- 
way. Results  of  the  initial  tests  were 
published  in  this  paper  for  luly  17,  1926 
and  Aug.  21,  1926.  At  the  Thursday 
luncheon  the  place  of  the  fall  meeting 
was  selected  as  Cleveland.  Ohio. 


Central  Electric  Railway  Master  Mechanics  at  Erie  Works  of  the  General  Electric  Company,  Erie,  Pa.,  May  10,  1928 


830 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.20 


Using  Power  and  Light  Ideas 
in  Selling  Rides* 

By  Walter  Jackson 
Fares  and  Motor  Bus  Consultant,  Mount  Vernon,  N.  Y. 


GAS  and  electric  utilities  are  not 
faced  by  the  competition  of  home- 
manufactured  products,  and  have  the 
further  advantage  of  knowing  pre- 
cisely how  much  the  customers  buy. 
Contrast  this  with  the  plight  of  the  pur- 
veyor of  public  transportation,  who  is 
faced  by  a  serious  competitor,  the  pri- 
vate automobile,  and  who  has  no  first- 
hand knowledge  as  to  the  riding  habits — 
in  time,  frequency,  distance — of  the  in- 
dividual patron.  No  matter  how  many 
costly  surveys  he  may  make  of  passenger 
movement,  the  answer  is  a  mass  and 
not  an  individual  one.  He  learns  that 
a  certain  number  of  per.sons  ride  a  given 
line  on  a  given  day,  leave  at  a  certain 
corner  and  disperse  in  a  certain  neigh- 
borhood. For  this  reason,  it  is  much 
more  difficult  for  the  electric  railway 
and  bus  operator  to  set  up  a  proper 
schedule  of  rates  such  as  will  combine 
greatest  revenue  to  the  company  with 
greatest  usefulness  to  the  public. 

The  gas  and  electric  utility  man  has 
been  so  successful  in  selling  at  differen- 
tial rates  to  build  up  an  all-day  load 
factor  that  he  has  actually  reversed  the 
original  situation.  Formerly,  a  daily 
load  curve  had  the  same  peak  aspect 
that  the  electric  railway  load  curve  has 
to  this  very  day.  Now,  the  heaviest 
load  comes  in  the  morning  hours  when 
industry  is  busiest.  The  gas  and  elec- 
tric utility  man  has  been  guided  by  two 
principles  in  developing  his  variety  of 
rates  and  rate  structures ;  that  of  grant- 
ing a  lower  rate  in  accordance  with 
quantity  purchased,  and  that  of  grant- 
ing a  lower  rate  to  those  who  purchase 
when  the  maker  has  an  unavoidable 
surplus.  Furthermore,  the  two  prin- 
ciples are  modified  by  the  competition 
factor. 

Purveyors  of  local  transport,  as  a 
class,  have  done  very  little  with  lower 
rates  for  wholesale  use,  the  first  prin- 
ciple. A  cash  fare  for  all.  regardless  of 
the  distance  traveled,  is  in  use  as  well 
as  a  ticket  rate — sometimes  two  such 
rates — which  grants  a  lower  fare  to  per- 
sons who  invest  in  more  than  one  fare 
at  a  time.  However,  those  who  pay 
more  than  one  fare  are  not  necessarily 
wholesale  users  of  the  service  and  the 
wholesale  rate  is  granted  without  proof 
of  consistent  patronage.  As  to  the  sec- 
ond principle — lower  rates  to  those  who 
buy  when  the  maker  has  a  surplus — 
local  transportation  companies  have 
made  practically  no  move.  The  rate  for 
a  long  ride  in  a  crowded  car  is  as  much 
as  that  for  a  short  off-peak  ride  in  a 
car  with  many  empty  seats. 

The  competition  factor  which  modi- 
fies the  rate  adjustments  for  gas  and 

^Abstract  of  a  pa/ter  presented  before  the 
annuel  convention  of  the  Missouri  Associa- 
tion of  Public  Utilities,  held  at  Jefferson 
City,  Mo.,  April  26-28.  1928. 


electric  utilities  should  be  considered 
more  seriously  by  electric  railway  men 
than  it  is.  Walking  is  a  serious  com- 
petitor, as  are  the  telephone  and  the 
radio,  but  the  overwhelming  competitor 
is  the  privately  operated  automobile. 
Although  the  average  automobile  owner 
has  little  interest  in  detail  cost,  it  does 
not  follow  that  he  will  pay  no  attention 
to  public  transport  rates  that  are  lower 
and  more  convenient.  In  many  cities, 
the  use  of  a  personal  machine  for  travel 
to  and  from  the  business  district  has 
lost  its  savour,  and  transport  concerns 
are  having  less  difficulty  in  holding  or 
gaining  rush-hour  business  in  propor- 
tion to  the  growth  of  industry. 

Although  wages,  materials,  taxes,  etc., 
are  higher  now  than  they  were  a  decade 
ago,  the  transport  in  competition  with 
the  bus  and  the  trolley  has  been  grow- 
ing cheaper.  Continuance  of  old  rate- 
making  practices,  therefore,  means  that 
we  are  trying  to  get  more  money  from 
a  diminishing  clientele.  Transport 
men  should  not  be  fatalistic  about  the 
decline  of  off-peak  traffic  when  it  is 
borne  in  mind  that  there  are  more  per- 
sons outside  the  store  and  factory  and 
office  than  there  are  in  them.  In  other 
words,  the  traffic  to  and  from  the  job 
does  not  have  to  be  the  major  traffic.  It 
is  not  reasonable  to  complain  about  the 
loss  of  off-peak  traffic,  or  failure  to 
gain  such  traffic,  if  no  use  is  being 
made  of  differential  rates. 

Fares  That  Classify  the  Patrons 

City  transport  systems  have  no  way 
of  determining  the  amount  of  riding,  the 
hourly  distribution  and  the  length  of 
riding  done  by  individual  customers. 
However,  there  are  available  certain 
classes  of  rates  that  at  least  reveal  the 
habits  of  riders  by  groups.  These 
rates  are  made  possible  by  the  use  of 
special  cards,  as  the  permit  card,  weekly 
pass,  Sunday-holiday  pass,  '  and  the 
week-end  pass. 

Closest  to  the  practice  of  gas  and 
electric  utilities  is  the  use  of  a  permit 
card.  The  purchaser  pays  a  fee  of  25 
cents  or  more  a  week  for  a  card  which 
permits  him  to  travel  for  5  cents  ad- 
ditional per  ride.  The  principle  has 
proved  a  success  on  properties  securing 
increases  to  10  cents  from  cash  fares 
as  low  as  6  cents  and  7  cents,  and  to 
token  rates  like  8.33  cents.  It  has  been 
less  successful,  or  even  a  reducer  of 
revenue,  where  the  increase  in  other 
fares  was  little  or  nothing.  Unquestion- 
ably, the  permit  card  in  its  more  liberal 
weekly,  transferable  form,  is  a  better 
way  of  producing  more  revenue  than  a 
straight  increase  in  fares ;  but  as  it  does 
not  do  much  to  encourage  off-peak 
travel,  it  falls  short  in  respect  to  the 
main  problem. 

More  widely  used  is  the  type  of  rate 


called  the  unlimited  ride,  weekly  pass. 
Ihe  flat  rate  for  riding  has  proved 
practicable;  first,  because  unlimited 
riding  in  theory  is  closely  limited  in 
practice,  and,  second,  because  almost  all 
extra  riding  with  a  pass  comes  in  the 
non-rush  hours.  The  most  likely  buyer 
of  a  pass  is  a  person  who  is  already  a 
peak-hour  customer.  Hence,  it  makes 
no  difference  whether  he  or  someone 
else  uses  his  pass  rides  also  at  other 
times.  The  weekly  pass  is  deliberately 
priced  to  bring  out  whatever  off-peak 
riding  is  possible  among  its  buyers.  It 
generally  costs  four  to  six  more  fares 
than  the  twelve  compulsory  rides  each 
week  between  home  and  job,  so  that  the 
purchaser  is  either  a  person  with  some 
off-peak  riding  or  one  who  feels  that 
this  type  of  rate  will  encourage  him  to 
become  an  off-peak  rider.  The  pass  has 
been  most  successful  on  medium  and 
large  properties  with  a  large  market. 

Off-Peak  Passes  Also 
Encourage  Riding 

While  the  weekly  pass,  through  its 
cheapness  for  the  off-peak  extra  rides 
and  its  avoidance  of  change-making, 
transfers  and  identification  checks,  is  a 
popular  institution,  it  still  falls  short  of 
building  up  the  off-peak  loads  and 
revenues  sufficiently.  For  this  reason 
it  is  advisable  to  use  an  off-peak  pass 
which  could  be  sold  for  one-half  or  two- 
thirds  of  the  standard  pass  cost  to  per- 
sons who  ride  less  frequently  than  the 
worker  who  must  ride  twelve  times  a 
week.  It  has  been  estimated  that  the 
standard  weekly  pass  produces  good  off- 
peak  riding  from  one-third  of  the  cus- 
tomers. It  is  possible  that  an  off-peak 
pass  would  produce  similar  results  with 
another  third  of  the  patrons. 

Pittsburgh,  Cincinnati,  San  Fran- 
cisco and  St.  Louis,  in  the  order  named. 
are  the  metropolitan  centers  which  have 
adopted  the  pass  principle  for  the  en- 
couragement of  Sunday-holiday  riding. 
On  these  days,  little  of  the  traffic  i^ 
compulsory.  Therefore,  it  is  logic.il 
that  we  should  offer  a  more  attracti\i' 
rate.  The  Sunday-holiday  pass  also  lia^ 
been  used  successfully  by  short  inter 
urban  lines,  particularly  on  those  enter- 
ing some  terminal  city  with  many  en- 
tertainment objectives. 

Other  variations  of  the  pass  are  tlie 
week-end  or  the  Saturday-.Sunday  pass, 
being  used  by  a  railway  which  serves  a 
large  terminal  city,  and  an  evening  pas-. 
being  used  by  one  railway  during  the 
summer  months.  A  few  railways  hiw- 
considered  nickel  fares  for  short  ridcs 
within  a  fair-sized  neighborhood  center. 
This  is  a  rather  delicate  discriminatimi. 
because  any  rate  of  fare  that  seems  ti 
favor  a  given  neighborhood  will  be 
opposed  by  other  districts.  Another  way 
of  building  up  off-peak  service  is  offered 
by  the  sale  of  single  or  round-trip 
tickets  at  lower  rates  if  used  between 
certain  hours,  as  from  10  to  4.  This 
plan  has  been  effective  on  the  trolley 
lines  of  London.  Differential  rates  .i- 
used  by  gas  and  electric  utilities  are  be- 
ing used  in  other  forms  by  electric  rail- 
ways, but  those  mentioned  are  the  most 
popular  for  merchandising  rides. 


May  19.  1928 


ELECTRIC  RAILWAY  JOURNAL 


Seven-Cent  Fare  Suggested 
in  Dayton 

Expert  wants  railway  to  carry  out  ^1,000,000 

program  as  part  of  general  traffic 

improvement  scheme 

ROSS  W.  HARRIS,  Madison,  Wis., 
•  has  reported  on  proposed  traffic 
changes  in  Dayton,  Ohio.  He  suggests 
rerouting  of  street  cars,  coupled  with 
higher  fares  and  better  service,  parallel 
parking  only,  faster  signal  lights,  traffic 
lanes  for  automobiles  and  two  new 
thoroughfares. 

By  making  changes  which  he  suggests 
Mr.  Harris  feels  certain  that  automo- 
bile speed  can  be  increased  40  per  cent 
in  the  business  district  and  street  car 
movements  downtown  can  be  accelerated 
materially. 

Four  street  car  tickets  for  a  quarter 
and  a  cash  fare  of  7  cents  is  advised  to 
enable  the  companies  to  effect  the  re- 
quired routing  changes  and  make  neces- 
sary improvements  in  service.  Im- 
mediate relief  of  congestion  and  pro- 
vision for  future  traffic  needs  are  both 
inextricably  linked  with  the  street  car 
situation,  the  report  says. 

Diagonal  parking  would  be  virtually 
abolished  under  provisions  of  the  re- 
port and  downtown  thoroughfares, 
would  have  double  lanes  of  traffic,  mov- 
ing at  19  m.p.h.,  in  each  direction,  with 
the  green  light  showing  for  fourteen 
seconds  during  each  cycle  instead  of  for 
17^  seconds  as  it  does  at  present. 

Study  Covered  a  Period  of  Year 

On  Main  Street  parallel  parking 
would  in  turn  be  discontinued  when  the 
need  required  and  that  thoroughfare 
opened  for  three  lanes  of  automobile 
traffic  in  each  direction. 

Mr.  Harris  would  overcome  many  of 
the  common  forms  of  automobile  and 
street  car  delay  in  the  business  section 
by  merely  speeding  up  the  lights.  He 
says  this  plan  would  give  users  of  both 
types  of  transportation  great  relief, 
without  inconvenience  to  pedestrians. 
Opening  of  Second  and  Fourth  Streets 
as  thoroughfares,  to  widen  the  neck  of 
the  downtown  traffic  bottle,  is  recom- 
mended. 

Mr.  Harris  was  employed  jointly  by 
the  city  and  the  electric  railways  early 
in  1927  to  work  out  the  answer  to  pres- 
ent traffic  problems  and  provide  for 
future  traffic  needs  of  the  city's  rapidly 
increasing  population.  It  was  felt  that 
experienced  and  constructive  assistance 
was  needed  to  insure  a  program  that 
would  afford  immediate  relief  and  in- 
sure citizens  against  future  traffic  en- 
tanglements. 

The  official  report  contains  750  pages 
and  represents  nine  months'  work  on  the 
part  of  Mr.  Harris  and  an  organization 


staff.  It  is  supplemented  with  a  volu- 
minous  appendix  of  maps   and   charts. 

Philip  H.  Worman,  representing  the 
companies,  estimates  the  expenditure  of 
more  than  $1,000,000  on  the  part  of  the 
local  railways  will  be  necessary  per- 
manently to  establish  the  improved  serv- 
ice required  in  the  Harris  traffic  report. 
New  cars  alone  would  cost  the  com- 
panies about  $500,000  and  improve- 
ments in  tracks  will  require  the  ex- 
penditure of  a  still  larger  sum. 

To  maintain  permanently  the  kind  of 


service  called  for  in  the  Harris  report, 
the  City  Railway  would  have  to  spend 
$150,000  for  new  cars.  Likewise  to 
comply  with  provisions  of  the  report, 
the  Peoples  Railway  would  need  twenty 
new  cars  at  a  cost  of  $200,000  and  the 
Dayton  Street  Railway  would  have  to 
make  an  outlay  of  $77,500.  Since  cars 
of  the  Cincinnati,  Hamilton  &  Dayton 
Railway  are  the  last  word  in  car  equip- 
ment, no  changes  of  any  sort  would 
be  necessary  in  handling  the  passengers 
on  this  line. 


Commission  Reversed  in  Baltimore  Case 

Prohibited  from  limiting  rate  of  fare  to  be  charged.     Court 
regards  8  per  cent  return  as  none  too  liberal 


IN  A  sweeping  decision  by  Judge 
Joseph  N.  Ulman  in  Circuit  Court 
No.  2,  Baltimore,  an  injunction  is 
granted  under  which  the  Public  Service 
Commission  is  prohibited  from  limiting 
the  fare  rate  to  be  charged  by  the  United 
Railways  &  Electric  Company,  Balti- 
more. The  court  holds,  however,  that 
earnings  of  the  company  will  be  limited 
to  8  per  cent  on  all  the  railway's 
property.  No  sooner  had  the  court 
handed  down  its  order  than  attorneys 
for  the  commission  announced  that  the 
case  would  be  taken  to  the  Maryland 
Court  of  Appeals. 

Under  the  action  of  the  court  there 
is  nothing  which  would  interfere  with 
the  United  inci-easing  its  fare  rate  im- 
mediately, but  Charles  D.  Emmons, 
president  of  the  company,  announced 
that  no  such  action  will  be  taken  until 
the  Court  of  Appeals  decides  the  case. 

The  case  grew  out  of  the  United's 
plea  to  be  permitted  to  charge  a  straight 
10-cent  fare.  In  this  action  the  com- 
mission refused  to  grant  the  full  in- 
crease, but  allowed  a  fare  of  9  cents  or 
three  tokens  for  25  cents.  Up  to  that 
time  the  fare  had  been  7^  cents.  The 
company  then  sought  an  injunction  to 
restrain  the  commission  from  preventing 
it  from  charging  10  cents.  At  the  same 
time  two  other  petitions  were  filed,  one 
by  the  People's  Corporation  and  the 
other  by  the  Socialist  Party,  each  seek- 
ing a  return  to  the  7i-cent  rate. 

Some  of  the  Background 

Judge  Ulman  spent  several  days  in 
hearing  the  United  case  and  then  handed 
down  his  sweeping  decision.  Under  this 
decision  the  case  was  to  be  remanded 
to  the  Public  Service  Commission  for 
the  purpose  of  taking  additional  action 
on  the  subject  of  annual  depreciation 
allowance.  It  was  held  by  the  court 
that  the  rate  fixed  by  the  commission 
was  unreasonable  and  illegal  and  that 
less  than  7^  per  cent  earnings  were 
confiscatory.    It  also  held  that  an  annual 


depreciation  allowance  fixed  by  the  com- 
mission was  based  on  erroneous  and 
illegal  standards.  Instead  of  agreeing 
to  resume  the  case  and  take  up  the  ques- 
tions cited  by  the  court  the  commission 
elected  to  have  the  subject  go  direct  to 
the  Court  of  Appeals  and  notice  of  ap- 
peal was  filed. 

Harold  E.  West,  chairman  of  the 
commission,  said  that  under  the  ruling 
of  the  court  it  is  to  be  assumed  that  the 
commission  has  no  right  to  fix  the  rate 
of  fare  for  the  company. 

The  court  said : 

This  cause  having  been  set  down  for 
hearing  and  coming  on  to  be  heard  on  the 
pleadings  and  the  transcript  of  papers  and 
proceedings,  including  evidence  in  the  case 
before  the  Public  Service  Commission,  and 
having  been  argued  by  counsel  for  the 
parties,  and  the  court  being  of  the  opinion, 
for  the  reasons  stated  in  its  opinion  filed 
in  this  case,  that  the  rates  fixed  by  order 
No.  12,639  of  the  Public  Service  Commis- 
sion passed  on  Feb.  10,  1928,  and  said  order 
and  prior  orders  limiting  rates  charged  by 
the  plaintiff  (the  United)  are  unconstitu- 
tional, unlawful  and  unreasonable  and  fail 
to  allow  to  the  plaintiff  a  fair  return  on  the 
fair  value  of  its  property;  and  the  defend- 
ants constituting  the  Public  Service  Com- 
mission of  Maryland  having  elected  not  to 
have  this  cause  remanded  to  them  for 
further  proceedings  upon  the  lines  sug- 
gested in  the  courts  opinion,  but  to  have 
the  final  decree  or  order  entered  forthwith. 

It  is  thereupon,  by  the  Circuit  Court  No. 
2  of  Baltimore  City,  judged,  ordered  and 
decreed  that  said  order  No.  12,639  of  the 
commission  be  and  the  same  is  hereby 
vacated  and  set  aside  in  so  far  as  the  same 
purports  to  limit  the  rates  of  the  plaintiff ; 
except,  however,  as  to  that  portion  of  said 
order  which  extended  the  first  fare  zone  on 
the  Halethorpe  line  to  the  terminus  of  said 
line  at  Halethorpe,  as  to  which  latter  pro- 
vision in  said  order  the  bill  of  the  plaintiff 
is  hereby  dismissed. 

And  it  is  furthdt'  adjudged,  ordered  and 
decreed  that  the  defendants  and  their  suc- 
cessors in  office  be  and  they  are  hereby 
perpetually  enjoined  and  prohibited  against 
enforcing  against   the   plaintiff  the  provi- 


832 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.'^ 


sions  or  order  No.  12,639  in  so  far  as  the 
same  limit  or  purport  to  limit  the  rates  of 
fare  to  be  charged  by  the  plaintiff,  and 
also  against  enforcing  against  the  plaintiff 
the  provisions  of  any  prior  orders  of  the 
commission  limiting  or  purporting  to  limit 
the  rates  of  fare  to  be  charged  by  the 
plaintiff. 

And  it  is  further  ordered  that  the  costs 
in  this  case  be  paid  by  the  defendents. 

From  this  action  on  the  part  of  the 
court  it  can  be  seen  that  the  commis- 
sion was  upheld  on  only  one  point — ^that 
dealing  with  the  fare  to  Halethorpe,  and 
that  the  commission  is  prohibited  from 
enforcing  not  only  the  recent  order  upon 
which  the  court  acted  but  also  any 
orders  passed  previously. 

In  the  commission's  original  order  an 
allowance  of  $883,000  was  made  for 
annual  depreciation  and  retirement  of 
the  company's  property,  while  the 
United  held  it  should  be  $2,200,000, 
based  on  present  value.  It  was  held  by 
the  court  that  the  method  used  by  the 
commission  in  arriving  at  the  amount 
it  set  was  illegal  and  erroneous.  It  was 
decided  by  the  commission  that  6.26  per 
cent  was  a  reasonable  return.  The  court, 
however,  held  that  tiie  company  should 
be  allowed  to  earn  from  7J  to  8  per  cent. 


and  other  officials  spoke.  Service  on  the 
road  was  resumed  Sunday  morning, 
May  13,  after  a  ten-months  suspension. 


Need  of  Community  Confidence 
Reiterated  at  Port  Arthur 

On  the  occasion  of  a  "red  letter"  day 
in  Port  Arthur,  Tex.,  namely  April  21, 
1928,  when  the  Eastern  Texas  Electric 
Company  installed  a  new  railway  and 
bus  service  J.  G.  Holtzclaw,  manager, 
made  the  following  statement : 

If  a  public  utility  is  to  survive  and  fulfill 
its  mission,  which  is  the  rendering  of  good 
service,  it  must  have  community  confidence. 
This  confidence,  this  feeling  of  trust  which 
is  so  necessary  to  success,  is  won,  not  by 
promises  made,  but  by  promises  kept.  This 
we  consider  a  fair  price  and  again  we  pay 
it  gladly.  When  we  took  over  the  railway 
system  of  Port  Arthur  we  promised  new 
service  within  three  months.  The  three 
months  have  passed  quickly.  Bad  weather 
at  tirties  has  threatened  delay.  Failure  of 
material  to  arrive  on  schedule  has  resulted 
in  temporary  setbacks.  But  at  last  we  can 
happily  and  proudly  say  that  again  we  have 
fulfilled  our  pledge ! 


Parade   in  Commemoration   of 
Hocker  Line  Revival 

Eight  cars  were  paraded  over  the 
Kansas  City,  Merriam  &  Shawnee  Elec- 
tric Railway,  the  rehabilitated  Hocker 
Line,  on  May  12,  officially  opening  the 
interurban  road  to  service.  The  cars 
carried  officials  and  patrons  of  the  line, 
officials  of  the  Kansas  City  Public  Serv- 
ice Company,  200  Kansas  City  business 
men  and  the  Kansas  City  Public  Service 
Company  band  of  30  pieces.  They  left 
Ninth  and  Wyandotte  Streets  at  2 
o'clock  and  traversed  the  line  to  Rose- 
hill,  Kan.,  its  suburban  terminal. 

Following  the  parade  a  barbecue  and 
picnic  was  held  in  Shawnee  Park,  at 
which  M.  A.  Summermour,  Mayor  of 
Shawnee  and  chairman  of  the  board  of 
directors    of    the    reorganized    railway, 


I.C.C.  Against  Johnson 
Measure 

Chairman  of  regulatory  body  sees  need  for 

clarifying  bill  so  as  to  remove  need  for 

commission  to  take  jurisdiction 

IN  A  report  to  the  House  committee 
made  public  on  the  so-called  John- 
son electric  railway  bill,  John  L.  Esch, 
chairman  of  the  Interstate  Commerce 
Commission,  concedes  the  need  for 
clarifying  the  status  of  electric  rail- 
ways before  the  commission,  but 
objects  to  the  methods  proposed  in  the 
bill.  In  brief,  this  bill,  introduced  by 
Representative  Johnson  of  Indiana, 
proposes  to  classify  as  "commercial 
electric  railways"  all  lines  that  ap- 
proach steam  railway  practice  in  mag- 
nitude and  method  of  operation  and  to 
subject  these  to  the  full  provisions  of 
the  interstate  act.    Mr.  Esch  reports : 

As  a  general  statement  it  may  be  said 
that  the  provisions  of  the  interstate  com- 
merce act  applicable  to  steam  railways  are 
also  applicable,  with  few  exceptions,  to 
electric  railways.  Thus  the  general  pro- 
visions relating  to  the  duties  and  obligations 
of  the  carriers,  the  filing  and  observance  of 
rates,  the  joint  use  of  terminals,  acquisition 
of  control  and  consolidations,  the  pooling  of 
freight,  the  observance  of  the  long  and 
short  haul  provisions,  the  observance  of 
accounting  regulations,  and  the  filing  of 
reports,  are  all  as  applicable  to  such  elec- 
tric railways  as  to  steam  lines. 

In  the  provisions  covering  the  con- 
struction or  abandonment  of  lines, 
through  routing  and  joint  classification, 
and  in  the  general  rate  scheme,  includ- 
ing the  recapture  clause,  Mr.  Esch, 
however,  agrees  that  exceptions  are 
made  in  the  cases  of  electric  railways. 
Instead  of  making  general  definitions 
of  electric  railways  to  be  excluded  from 
this  proposed  stricter  ruling  as  is  done 
in  the  bill,  Mr.  Esch  contends  that  it 
would  be  better  to  define  only  the  in- 
cluded class  and  to  make  it  incumbent 
upon  the  rest  to  prove  their  right  of 
exclusion.    Mr.  Esch  writes  as  follows : 

It  is,  of  course,  not  an  easy  matter  to  de- 
fine such  a  class  of  electric  railways,  and 
we  do  not  believe  that  it  could  be  done  with 
sufficient  accuracy  without  providing  for 
the  individual  consideration  of  particular 
cases  by  the  commission.  The  best  plan 
that  we  are  able  to  suggest  is  to  provide 
that  all  electric  railways  having  certain 
characteristics  capable  of  accurate  defini- 
tion shall  be  included  within  the  class,  un- 
less upon  public  hearing  we  shall  find  that 
particular  electric  railways  coming  within 
the  definition  are  not  as  a  matter  of  fact 
aflFected  with  an  important  national  interest 
so  far  as  the  purposes  in  question  are  con- 
cerned. 

In  arriving  at  a  proper  general  defini- 
tion, we  think  we  can  start  with  the 
premise  that  participation  in  general  freight 
service,  rather  than  passenger  service,  is 
the  thing  that  brings  electric  railways 
within  the  range  of  national  interest.  The 
next  step  is  that  only  electric  railways 
which  interchange  standard  freight  equip- 
ment in  interstate  commerce,  with  connect- 
ing steam  lines,  are  affected  by  such  an  in- 


terest. A  further  step  is  that  only  such 
electric  railways  as  participate  in  joint 
interstate  freight  rates  with  connecting  ' 
steam  Hues  need  be  included ;  for  it  seems 
to  us  that  those  whose  service  is  rendered 
merely  by  switching  or  which  are  content 
with  combination  rates  on  through  traffic, 
ar.e  not  of  such  national  concern. 

Mr.  Esch  feels,  however,  that  this 
definition  would  probably  be  too  broad 
in  practical  operation  and  would  in- 
clude various  electric  railways  which, 
in  fact,  are  not  of  national  concern  for 
the  purposes  in  these  sections.  To 
obviate  this  difficulty,  it  seems  to  him  . 
that  provision  should  be  made  for  ap- 
peal to  the  commission  which  would 
permit  that  body,  after  public  hearing, 
also  to  exclude  until  further  order  such 
specified  electric  railways,  coming 
within  the  broad  definition,  as  are 
found  after  taking  evidence,  not  be  af- 
fected with  an  important  national  in- 
terest.    In  conclusion  he  says : 

This  would,  it  seems  to  us,  put  the  bur- 
den of  proving  their  right  to  exclusion  upon 
the  electric  railways  where  it  belongs,  in- 
stead of  reversing  the  process  as  this  bill 
proposes  and(  putting  the  burden  on  us  of 
combing  the  entire  electric  railway  field  and 
discovering  the  particular  electric  railways 
which  the  public  interest  requires  to  be 
classified  as  "commercial  electric  railways.'' 


New  Traffic  Code  Recommended 
for  Boston 

A  revision  of  many  of  the  present 
traffic  regulations  in  Boston,  Mass.,  is 
recommended  in  a  new  traffic  code  com- 
piled by  Prof.  Miller  McClintock,  direc- 
tor of  Mayor  Nichols'  traffic  survey. 
The  new  code  contains  most  of  the  reg- 
ular provisions  of  the  present  standard 
code.  It  also  definitely  establishes  cer- 
tain arbitrary  definitions  and  standard- 
izes many  regulations. 

One  of  the  recommendations  is  that 
there  should  be  a  co-ordinated  system  of 
automatic  traffic  signals  operating  under 
progressive  timing  for  various  sections 
of  the  city.  The.se  systems  have  been 
worked  out  and  prepared  by  the  survey, 
which  has  also  worked  out  special  auto- 
matic traffic  control  plans  for  immediate 
installation  in  Governor  Square  and  at 
the  intersection  of  Cambridge  and 
Charles  Streets.  The  report  recom- 
mends the  designation  of  certain 
"through  streets"  where  all  vehicles 
would  be  required  to  come  to  a  full  stop 
before  crossing  unless  otherwise  directed 
by  traffic  lights  or  a  police  officer.  A 
new  division  is  recommended  in  the 
street  commission  for  the  special  han- 
dling of  traffic  matters.  This  would  be 
under  the  direction  of  traffic  engineer. 
Reorganization  is  also  suggested  in  the 
police  traffic  division. 

Unrestricted  parking  is  permitted  in 
certain  sections  of  the  city  and  no  park-j 
ing   is   recommended    in   other   sections] 
within  an  area  indicated  by  official  signs. ! 
The  delivery  of  goods  and  the  collection] 
of  waste  materials  between   8:30  a.m.! 
and  5:30  p.m.  are  forbidden  except  byf 
emergency  permit  of  the  street  commis- 
sioners on  specified  congested  parts  of 
the  streets. 


fay  19.  1928 


ELECTRIC  RAILWAY  JOURNAL 


833 


Legislature  in  Session 

llinois  body  takes  up  home  rule  measures 

and  bills  intended  to  afford  means  of 

settlement  in  Chicago 

THE  Illinois  General  Assetnbly,  in 
special  session,  has  under  consider- 
ation three  bills  prepared  by  the  city 
and  intended  to  give  Chicago  home  rule 
over  public  utilities.  The  special  session 
was  called  primarily  for  this  purpose 
and  to  settle  the  railway  situation  there. 
It  convened  on  May  15  with  a  large 
number  of  members  absent,  and  it  seems 
doubtful  whether  the  session  will  ac- 
complish anything,  owing  to  the  fact 
that  it  is  called  by  Governor  Small 
following  his  defeat  in  the  primary  and 
at  a  time  when  members  who  have  been 
renominated  are  preparing  for  their  fall 
campaigns  and  those  who  have  not  been 
renominated  are  no  longer  interested  in 
legislation. 

Opponents  of  the  Governor  point  out 
that  this  is  the  first  real  attempt  he  has 
made  in  eight  years  to  secure  legisla- 
tion to  provide  home  rule  and  stress  the 
point  that  the  legislation  is  sponsored 
by  Mayor  Thompson,  who  backed  Small 
in  the  recent  primary. 

At  the  opening  session  Mayor  Thomp- 
son and  members  of  the  local  transpor- 
tation committee  of  the  City  Council 
were  present.  The  city's  bills  were  in- 
troduced simultaneously  in  the  House 
and  the  Senate  after  the  Governor 
had  completed  the  reading  of.a  message 
in  which  he  argued  for  home  rule  for 
Chicago  and  declared  himself  unalter- 
ably opposed  to  a  terminable  permit  or 
any  other  franchise  without  a  fixed 
term.  The  bills  authorize  Chicago  to 
create  a  regulatory  commission  vested 
with  the  same  power  as  the  State  Com- 
merce Commission  to  govern  utilities 
operating  in  the  city.  They  also  repeal 
the  twenty-year  limitation  on  franchises 
and  give  the  Council  the  right  to  grant 
a  franchise  for  any  fixed  period. 

Two  other  bills  are  to  be  introduced 
later  providing  for  a  consolidation  of 
the  surface  and  elevated  lines  and  au- 
thorizing the  construction  of  subways 
by  special  assessment. 


No  Seven-Cent  Fare  in 
Detroit  Now 

No  need  exists  at  present  to  increase 
fares  on  the  Detroit  Municipal  Railway, 
Detroit,  Mich.  This  is  the  opinion  of 
the  Street  Railway  Commission,  al- 
though two  members  of  the  three-man 
board  believe  an  advance  in  fares  would 
justify  itself.  Ogden  Ellis,  chairman  of 
the  commission,  is  quoted  as  follows: 

While  an  increase  in  fare  would  bene6'' 
the  city  by  allowing  the  department  to  make 
developments,  there  is  no  probability  of  an 
immediate  raise.  I  am  not  sure  that  there 
would  not  be  a  certain  amount  of  opposition 
in  some  quarters  to  boosting  fares.  I 
haven't  inquired.  Of  course  if  an  increase 
■were  necessary  the  commission  has  the 
power  to  act.  The  fact  of  the  matter  is,  the 
fare  is  going  to  stay  at  6  cents  for  the  time 
being  at  least. 

John  J.  Barium,  another  com- 
missioner, had  much  the  same  to  say. 


While  he  is  of  the  opinion  that  it  would 
be  wise  to  establish  a  7-cent  fare  and 
maintain  it  for  two  years,  for  the  pur- 
poses of  providing  service  for  outlying 
districts,  purchasing  new  equipment 
and  repairing  old  and  making  adequate 
payments  into  the  sinking  fund,  there 
will  be  no  change  in  fare  before  fall, 
he  declared.  He  is  said  to  feel  that  if 
the  7-cent  fare  could  obtain  over  a  two- 
year  period  there  could  be  a  5-cent  fare. 


Enterprising  Scheme  to  Boost 
Railway  in  Clarksville 

An  ingenious  plan  and  a  co-operative 
spirit  have  spelled  salvation  for  the  Cit- 
izen's Railway  operating  in  Clarksville, 
Tenn.  Twenty-one  individuals  with 
"interested"   citizens   have   composed   a 


New  Uniforms  for  East  St.  Louis 
Employees 

A  departure  from  the  usual  in  elec- 
tric railway  apparel  is  seen  in  the  new 
uniforms  being  worn  by  all  platform 
men  and  supervisors  of  the  East  St. 
Louis  Railway  and  Belleville  division 
of  the  East  St.  Louis  &  Suburban  Rail- 
way, East  St.  Louis,  III.  Instead  of  the 
dark  serge  material  the  new  toggery  is 
made  of  the  popular  and  durable  olive- 
drab  whipcord  cloth.  The  caps  are  of 
the  semi-military  style  with  the  oper- 
ator's badge  on  each  side  instead  of 
across  the  front,  as  formerly  was  the 
custom.  Four-button  cutaway  is  the 
style  of  the  coats.  All  buttons  bear 
the  nickeled  monogram  of  the  aililiated 
East  Side  Electric  System. 

A  distinctive  feature  of  the  new  uni- 


Natty  appearance  of  railway  employees  m  bast  St.  Louis  m  their  new  unifortn* 


committee  which  is  to  investigate  the 
public  sentiment  and  possibility  of  sub- 
stituting buses  for  the  two  cars  which 
operate  on  approximately  3  miles  of  line 
and  haul  about  125,000  people  annually. 
The  committee  is  to  have  a  month  for 
its  investigation  and  recommendations 
and  during  that  time  the  21  citizens  and 
firms  will  contribute  $5  each  for  main- 
tenance of  the  system  against  its  daily 
operating  deficit.  They  even  pledged  a 
continuance  of  the  contributions  if  the 
report  is  not  ready  at  the  end  of  the 
month. 

One  of  the  pledgees  stated  that  he 
would  be  willing  to  donate  $250  annually 
to  help  defray  any  deficit  provided  W.  E. 
Beach,  who  serv«i  without  compensation 
as  president  since  1916,  would  continue 
in  office.  The  president  suggested  that 
the  service  be  discontinued  for  a  period 
of  30  days,  following  the  close  of  the 
city  schools. 

Contest  in  Cincinnati  Extended 

An  extension  of  time  up  to  June  30, 
1928,  has  been  allowed  for  the  contest 
open  to  every  member  of  the  Cincinnati 
Street  Railway,  Cincinnati,  Ohio,  cover- 
ing ideas  on  selling  rides.  In  the  May 
issue  of  the  News,  the  official  paper  of 
the  company,  readers  are  told  that  their 
ideas  might  be  worth  $10  and  that  they 
should  be  sent  in  to  the  Contest  Editor, 
804  Dixie  Terminal. 


forms  is  the  service  star  worn  on  the 
left  sleeve.  Each  silver  star  worn  rep- 
resents five  years'  service  with  the 
company,  the  five-star-cluster  indicat- 
ing that  the  wearer  is  a  member  of  the 
company's  Twenty-five  Year  Qub. 


Judah  Street  Extension  in  San 
Francisco  Under  Way 

After  a  year's  delay  work  has  been 
started  and  is  being  pushed  by  con- 
tractors on  the  Judah  Street  extension 
of  the  San  Francisco  Municipal  Rail- 
way, San  Francisco,  Cal.  It  is  expected 
that  cars  may  be  running  by  Jan.  1. 
The  plea  of  Reuben  Hunts,  "A  tax- 
payer," for  an  injunction  was  denied 
by  the  California  Supreme  Court,  the 
court  ruling  that  the  work  could  be 
financed  out  of  city  moneys  on  bond. 
The  Municipal  Railway  was  declared 
to  be  a  unit  and  not  a  group  of  operat- 
ing lines  as  contended  by  Mr.  Hunt. 
Further  litigation  was  avoided  by  a 
conference  between  attorneys  for  Mr. 
Hunt  and  City  Attorney  O'Toole,  as  a 
result  of  which  it  was  announced  that 
no  other  legal  action  would  be  brought 
to  impede  the  work. 

Judah  Street  will  be  paved  from 
Forty-first  to  Forty-eighth  Avenues. 
Some  of  the  trackage  has  already  been 
laid.  The  extension  will  serve  the 
newly  built  Sunset  district. 


834 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No. 20 


Electrification  at  New  York 
Plan  Report 

Electrification  of  all  railroad  lines  in 
New  York  City  and  its  suburbs,  elimi- 
nation of  grade  crossings  at  the  inter- 
section of  railroads  and  main  highways, 
and  unified  management  and  operation 
of  railroad  transportation  in  the  en- 
virons of  New  York,  are  some  of  the 
outstanding  needs  cited  in  the  report  on 
''Transit  and  Transportation"  prepared 
by  the  Regional  Plan  of  New  York  and 
Its  Environs  as  the  result  of  six  years' 
study,  the  second  section  of  which  was 
made  public  May  14.    The  report  says : 

One  of  the  plans  calls  for  a  new  sub- 
way system  for  the  exclusive  handling 
of  package  freight,  coal,  building  ma- 
terials and  waste  products.  This  plan 
proposes  the  use  of  small  cars  of  about 
10-ton  capacity,  with  demountable  bodies 
which  could  be  transferred  from  the 
sulnvay  chassis  to  motor  truck  chassis 
for  short  hauls  on  the  street  surface. 

The  second  plan  for  freight  distribu- 
tion would  create  a  system  of  inland 
freight  stations  in  combination  with  in- 
dustrial terminal  buildings,  such  as  have 
been  proposed  by  the  Port  of  New  York 
Authority,  and  toward  the  carrying  out 
of  which  considerable  progress  has  been 
made.  It  is  expected  that  these  would 
release  much  of  the  water  front  of  Man- 
hattan and  New  Jersey  for  the  develop- 
ment of  steamship  terminals. 

The  third  plan  calls  for  the  construc- 
tion of  double-deck  piers,  containing 
two  float  bridges,  and  connected  at  the 
second  story  level  with  freight  terminal 
buildings  on  the  inland  side  of  water- 
front streets. 

The  fourth  proposal  suggests  the 
establishment  of  a  large  terminal  on  the 
west  water  front  of  Manhattan,  which 
would  connect  through  a  fleet  of  rapid- 
scheduled  motor  floats  with  all  the  New 
Jersey  railroads  and  the  New  York 
Central  Railroad. 

The  regional  planning  body  does  not 
indicate  which  of  these  proposals  it  con- 
siders most  desirable,  but  definite  recom- 
mendations on  the  subject  will  be  con- 
tained in  the  regional  plan  itself,  which 
is  to  be  drafted  next  fall. 


100  New  Cars  for  Cincinnati 

Telegraphic  advices  from  Cincinnati 
on  May  18  report  an  order  placed  with 
the  Cincinnati  Car  Company  for  100 
cars  to  be  delivered  to  the  Cincinnati 
Street  Railway  next  fall  to  cost 
$1,300,000. 


Old  Scale  Accepted  in 
New  York  State 

Motormen  and  conductors  on  the 
Syracuse,  Rochester  and  Utica  divisions 
of  the  New  York  State  Railways  ac- 
cepted the  proposal  of  the  company  that 
the  existing  wage  contract  be  renewed 
for  another  year.  The  contract  is  in 
contrast  with  an  increase  of  8  cents  an 
hour  asked  by  the  men.  The  com- 
pany claimed  it  was  unable  to  meet  the 
requested    increase   because   of  i  paving 


costs    and    increased    competition   from 
automobiles. 

More  than  2,000  men  are  affected  by 
the  agreement.  The  so-called  working 
terms  of  the  new  contract  will  differ 
only  slightly  from  the  ones  in  force  the 

last  two  years. 

• 

Lower  Fares  in  Massachusetts 

Trustees  of  the  Eastern  Massachu- 
setts Street  Railway  have  announced  a 
reduction  of  fares  on  part  of  its  lines  in 
Melrose,  Mass.,  through  the  issuance  of 
thirteen-ride  tickets  to  cost  $1.  The 
lower  fares  will  be  effective  on  May  23. 
Aldermen  of  Melrose  recently  petitioned 
the  company  for  reduced  fares  and  also 
asked  for  lower  fares  on  two  other  lines 
with  transfer  privileges.  These  two  re- 
ductions with  the  transfer  privileges  the 
railway  management  did  not  see  its  way 
clear  to  grant. 

» 

Both  Sides  in  Fort  Wayne 
Wage  Issue 

Attorneys  for  the  Indiana  Service 
Corporation,  Fort  Wayne,  Ind.,  at  a 
recent  hearing  before  the  Indiana  Public 
Service  Commission,  said  that  higher 
fares  would  follow  higher  wages.  They 
opposed  a  wage  increase  which  had  been 
sought  by  employees.  Attorneys  for  the 
employees  said  they  should  be  granted 
the  wage  increase  regardless  of  the 
financial  condition  of  the  company.  Men 
are  seeking  a  scale  of  65,  67^  and  70 
cents  an  hour. 


Arbitration  in  St.  Louis 

Mayor  Victor  J.  Miller  of  St.  Louis, 
Mo.,  on  May  16  induced  representatives 
of  the  St.  Louis  Public  Service  Com- 
pany and  the  Amalgamated  Association 
to  agree  to  submit  their  differences  to 
the  Missouri  Public  Service  Commission 
for  arbitration.  The  directors  of  the 
railway  must  also  ratify  the  action  of 
the  company  officials  at  the  Mayor's  con- 
ference. This  will  be  done  immediately. 
Briefly  the  agreement  provides : 

The  city,  union  and  company  will  submit 
the  wage  scale  to  the  Missouri  Public  Serv- 
ice Commission  for  arbitration. 

Railway  officials  will  ask  the  directors 
to  authorize  them  to  extend  the  present 
contract  with  the  union  indefinitely. 

The  city  agreed  to  intervene  as  an 
interested  third  party  and  request  a 
speedy  and  satisfactory  settlement  of  the 
controversy. 

In  the  meantime  the  existing  wage 
scale  will  prevail  and  any  award  made 
by  the  state  commission  shall  be  retro- 
active as  of  June  2. 

In  page  advertisements  inserted  in  all 
of  the  St.  Louis  newspapers  on  May  14 
the  company  stated  its  position  and  de- 
fended its  action  in  demanding  that  the 
workers  accept  an  8.4  per  cent  average 
reduction  in  wages  to  be  put  into  effect 
on  June  3. 

It  is  believed  that  the  Missouri  Public 
Service  Commission  will  decide  prior  to 
June  1  the  question  of  raising  fares 
in  St.  Louis  to  8  cents  flat  from  the 
present  rate  of  8  cents  cash  with  two 
tokens  for  IS  cents. 


Rapid  Transit  Survey  in 
St.  Louis  Approved 

The  ways  and  means  and  a  special 
rapid  transit  committee  of  the  St.  Louis, 
Mo.,  Board  of  Aldermen  approved  May 
11  Mayor  Victor  J.  Miller's  bill  for  a 
rapid  transit  survey  at  a  cost  of  $50,000. 
The  vote  was  twelve  to  one.  The  bill 
provides  for  a  Transportation  Survey 
Commission  to  include  the  Mayor, 
comptroller,  presidents  of  Board  of 
Aldermen  and  the  Board  of  Public 
Service,  a  representative  each  of  the 
Missouri  Public  Service  Commission, 
the  St.  Louis  Public  Service  Company, 
City  Plan  Commission,  the  director  of 
streets   and   sewers   and   seven   private 

citizens.  , 

• -^ 

Franchise  Negotiations  in 
Jacksonville  Suspended 

Negotiations  between  the  City  Coun- 
cil and  the  Jacksonville  Traction  Com- 
pany, Jacksonville,  Fla.,  for  a  new 
franchise  covering  operation  of  the 
railway  system  have  been  suspended 
pending  further  investigation  of  the  val- 
uation and  other  matters  by  a  commit- 
tee of  the  Council. 

Councilman  Hamphill  had  introduced 
figures  stating  that  the  valuation  of 
the  company  in  1924  had  been  placed 
at  $4,136,180  in  the  hearing  to  deter- 
mine whether  the  company  was  entitled 
to  a  higher  rate  of  fare,  that  the 
citizens'  committee  of  Jacksonville  had 
valued  the  property  at  $4,557,132  and 
that  the  statement  of  the  company  to 
the  state  of  Massachusetts  placed  the 
assets   of   the   company   at   $4,783,611. 

At  a  prevous  session  Mr.  Knight 
had  said  that  the  company  would 
accept  a  valuation  for  rate-making 
purposes  on  its  property  of  $5,900,000 
and  desire  authority  to  earn  9  per  cent 
on  that  investment.  He  followed  with 
a  review  of  the  action  of  the  Railroad 
Commission  in  1918  in  allowing  a 
7-cent  fare  after  the  company  had  gone 
into  receivership  and  stated  that  the 
valuation  reached  by  the  commission 
and  the  company  differed  only  $58,000. 
Despite  the  aid  given  by  the  commis- 
sion then  and  in  1924  in  allowing  in- 
creased fares,  the  company  has  not 
paid  dividends  on  its  common  stock 
since  1914  and  preferred  stock  since 
1916  and  lost  $32,000  last  year,  he  said. 
♦ 

New  Office  Quarters  for 
Brooklyn  Companies 

New  offices  of  the  Brooklyn-Manhat- 
tan Transit  Corporation  and  Brooklyn 
City  Railroad  were  established  May  14 
at  385  Flatbush  Avenue,  the  latter  com- 
pany occupying  the  third  and  fourth 
floors  and  the  B.-M.  T  the  six  floors 
from  the  fifth  to  the  eleventh  in  the 
Paramount  Building.  Formerly  the  two 
companies  occupied  two  interconnecting 
buildings  at  Clinton  and  Montague 
Streets.  The  offices  of  the  B.-M.  T. 
had  been  established  at  85  Clinton  Street 
since  1905.  The  Brooklyn  City  Railroad 
occupied  the  building  at  168  Montague 
Street  since  1892. 


May  19,  1928 


ELECTRIC  RAILWAY  JOURNAL 


835 


Joint  Consolidation  of  Harbor 
Operations  in  Los  Angeles 

The  railroads  and  railways  serving 
Los  Angeles,  Cal.,  harbor  joined  in 
applying  to  the  Interstate  Commerce 
Commission  on  May  9  for  permission  to 
consolidate  their  water  front  operations. 
The  Los  Angeles  Harbor  Commission 
will  participate  in  the  project.  Under 
the  amendment  the  Southern  Pacific, 
Santa  Fe,  Pacific  Electric  and  Los 
Angeles  and  Salt  Lake  systems  will 
organize  the  Harbor  Belt  Line  Railroad. 
The  application  explained  that  an  ex- 
penditure of  $145,000  would  be  neces- 
sary for  the  construction  of  new  switch 
tracks  and  connections.  The  balance  of 
the  belt  line  property  will  be  made  up 
of  contributions  of  line  from  the  other 
railroads  and  the  utilization  of  tracks 
owned  by  the  harbor  commission.  Ref- 
erence to  the  planning  of  this  line  was 
made  in  Electric  Railway  Journal, 
issue  of  March  3,  1928,  page  373. 


In  speeches  last  year  and  early  this 
year  the  Governor  has  threatened  to 
keep  the  Legislature  in  session  until 
some  Elevated  legislation  reaches  him. 
He  has  also  said  that  if  the  Legislature 
failed  to  pass  a  bill  he  might  feel  himself 
forced  to  run  for  a  third  term  as  Gov- 
ernor, as  he  felt  he  should  not  leave  the 
office  until  the  Elevated  problem  is 
settled. 


Stations  Located  for  North 
Jersey  Line 

Twenty-four  stations  along  a  16-mile 
right-of-way  have  been  tentatively 
named  by  the  North  Jersey  Transit 
Commission  in  making  known  further 
plans  for  a  rapid  transit  line  proposed 
along  the  Palisades  ridge  from  Bergen 
Point  to  Fort  Lee. 

Four  stations  are  proposed  for 
Bayonne,  eight  for  Jersey  City,  five  for 
Union  City  and  two  each  for  West  New 
York,  North  Bergen,  Fairview,  Cliff- 
side  Park  and  Fort  Lee.  Guttenberg, 
which  occupies  a  narrow  strip  of  ter- 
ritory between  West  New  York  and 
North  Bergen,  will  be  served  by  a  sta- 
tion in  West  New  York  five  blocks 
from  the  city  line,  and  one  in  North 
Bergen  three  blocks  from  the  city  line. 
Joint  stations  serving  two  communities 
are  planned  at  the  Jersey  City-Union 
City,  Union  City-West  New  York  and 
North  Bergen-Fairview  city  lines. 

The  route  is  planned  as  a  subway  for 
almost  its  entire  length.  It  is  laid  out 
so  as  to  serve  an  area  of  20.7  square 
miles  containing  a  population  of  ap- 
proximately 500,000  persons. 


Massachusetts  Governor  Insists 
on  Elevated  Legislation 

Governor  Fuller  of  Massachusetts  is 
understood  to  be  preparing  to  send  a 
special  message  to  the  Legislature  re- 
questing that  every  effort  be  made  to 
enact  Boston  Elevated  Railway  legisla- 
tion at  the  present  session,  and  outlining 
his  views  for  consideration  by  the  House 
and  Senate.  Since  the  Legislature 
killed  all  Elevated  legislation  in  the 
House  the  Governor  has  declined  to 
make  his  plans  public,  but  he  has  much 
to  say  on  the  subject  in  speeches  he  has 
made  about  the  need  for  settling  the 
matter  of  whether  public  control  of  the 
road  shall  continue. 


Transit — A  Factor  in  Com- 
munity Development 

Supervisor   of   public   relations   at   Bufialo 

explains  company's  plan  for  community 

development  through  helpful 

co-operation 

A  CAMPAIGN  to  help  the  city  de- 
velop along  sound  lines  through  a 
knowledge  of  its  advantages  and  a  unity 
of  thought  and  action  has  been  running  in 
cars  and  buses  of  the  International  Rail- 
way, Buffalo,  N.  Y.,  for  several  weeks. 
The  purpose  is  to  develop  a  better  un- 
derstanding of  mutual  interests  in  the 
prosperity  of  the  community  and  to 
promote  unified  effort  toward  advance- 
ment of  all  interest  on  the  Niagara 
frontier. 

Still  more  recently  the  railway  has 
taken  another  step  in  this  campaign, 
soliciting  the  co-operation  of  moving 
picture  theatres,  radio  stations  and 
newspapers.  As  a  result  the  Buffalo 
Theatre  and  the  Hippodrome  in  Buf- 
falo are  displaying  one  of  these  mes- 
sages at  each  performance.  The  Buf- 
falo Evening  Times  is  using  daily  one 
of  these  slogans  on  its  front  page  and 
station  WMAK  is  signing  off  nightly 
with  the  same  message.  In  these  latter 
developments  the  railway  does  not  ap- 
pear at  all,  the  message  simply  being 
signed  by  the  organization  sponsoring  it. 

Three-Sided  Responsibility 

Thus  did  Walter  McCausland,  su- 
pervisor of  public  relations  of  the  rail- 
way, explain  in  part  the  program  of 
his  company  for  community  betterment 
in  a  recent  address  before  the  Niagara 
Falls  Rotary  Club.  Among  other  things 
he  said: 

The  railway's  place  in  the  community 
may  be  more  clearly  visualized  when  I  in- 
form you  that  this  last  year  the  high-speed 
line  between  Buffalo  and  Niagara  Falls 
carried  2,500,000  passengers  while  the  new 
de  luxe  limited  bus  line  carried  60,000  more. 
The  International  Railway  also  operates  the 
local  service  in  Niagara  Falls  and  welcomes 
your  comments  and  suggestions  regarding 
this  feature  of  its  work. 

As  taxpayers  you  will  be  interested  in 
the  fact  that  we  pay  to  Niagara  Falls  in 
school,  county  and  state  taxes  $46,000. 
Last  year  your  city  was  beautified  and 
traffic  conditions  were  greatly  improved  by 
the  additional  facilities  supplied  at  the 
American  end  of  Falls  View  Bridge.  Sim- 
ilar improvements  are  now  being  completed 
at  the  Canadian  end  of  the  bridge. 

The  employees  as  well  as  the  manage- 
ment have  expressed  their  desire  to  par- 
ticipate in  the  activities  of  the  community. 
Last  year  we  made  up  a  special  fund  for 
the  organized  charitable  drives  in  the  com- 


munities served  by  the  company.  Tlie  man- 
agement matched  their  contributions  dollar 
for  dollar,  and  the  first  check  drawn  from 
the  new  fund  was  for  the  Niagara  Falls 
community  chest. 

The  speaker  mentioned  these  things 
not  to  tell  how  good  the  company  is, 
but  merely  to  emphasize  the  mutual 
interest.     He  said  further: 

It  may  surprise  many  to  learn  that  the 
International  Railway  carries  daily  500,000 
passengers  on  cars  and  buses  of  the  Niagara 
frontier.  To  put  the  figure  another  way 
this  is  practically  equivalent  to  the  popula- 
tion of  Buffalo  or  in  the  course  of  a  year 
li  times  the  population  of  the  United 
States. 

Of  this  tremendous  throng  of  daily  rid- 
ers, more  than  one-half  ride  within  two 
hours  in  the  morning  and  two  hours  in  the 
evening. 

Mr.  McCausland  then  discussed  the 
facilities  of  the  company  for  coping 
with  the  physical  problems  before  it. 

Speaking  along  somewhat  similar 
lines  Mr.  McCausland  addressed  the 
Mercer  Club  on  "Some  Human  Aspects 
of  the  Transit  Business."  He  referred 
to  the  $375,000  track  and  paving  pro- 
gram and  to  the  safety  record  of  the 
Broadway  carhouse.  In  concluding  his 
address  he  said  that  International  Rail- 
way Company  men  and  management 
pledge  themselves  to  the  following 
policy : 
To  the  Public — 

To  furnish  an  adequate  system  of  trans- 
portation, operated  by  efficient  and  cour- 
teous employees,  and  to  improve  service  to 
the  fullest  extent  that  such  improvement 
can  be  supported  by  the  fare  collected. 
To  the  Employees — 

To  pay  wages  adequate  to  the  necessities 
of  life  and  comfort,  and  sufficient  to  permit 
of  reasonable  savings.  To  provide  oppor- 
tunity for  participation  in  increased  earn- 
ings made  possible  by  the  increased  efltort 
of  the  employees,  and  to  encourage  the  in- 
vestment of  this  added  compensation  in  such 
a  way  as  to  make  the  employees  owners  as 
well  as  workers. 
To  the  Owners — 

To  pay  a  reasonable  return  on  the  actual 
value  of  International  Railway  Company 
property,  in  justice  to  those  who  made  the 
company  possible  in  the  first  place,  and  in 
order  to  keep  its  credit  at  a  point  which 
will  assure  the  continuance  of  a  high  stand- 
ard of  public  service. 


Ten-Cent  Fare  Asked 
in  Hamilton 

Fares  of  10  cents  or  three  tickets  for 
25  cents  on  street  cars  and  15  cents  on 
buses  or  two  tickets  for  25  cents  are  the 
rates  which  the  Hamilton  Street  Rail- 
way, Hamilton,  Ont.,  will  ask  when  its 
application  for  an  increase  in  fares  is 
considered  by  the  Ontario  Railway 
Board.  The  company  will  also  request 
that  children's  fares,  at  present  rating 
at  ten  for  25  cents,  be  changed  to  six 
tickets  for  25  cents.  The  present  fare 
in  Hamilton  is  S  cents,  being  the  only 
city  in  Canada  with  a  S-cent  fare.  Civic 
officials  are  said  to  appreciate  the  fact 
that  the  company  is  entitled  to  redress 
through  an  increase  in  fare,  but  are 
understood  to  feel  that  a  rate  of  10 
cents  is  too  high. 


836 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.2Q 


Recent  Bus  Developments 

— """'^^ —  '11 


Bus  Program  Ahead  in  St.  Joseph 

The  ordinance  introduced  before  the 
City  Council  of  St.  Joseph,  Mo.,  at  the 
instigation  of  the  St.  Joseph  Railway, 
Light,  Heat  &  Power  Company  making 
it  possible  for  the  company  to  use  buses 
as  co-ordinate  units  of  the  railway  sys- 
tem was  passed  recently.  At  the  same 
time  the  Council  repealed  the  ordinance 
against  buses  passed  in  the  days  of  the 
j  itney. 

C.  A.  Semrad,  general  manager  of 
the  company,  said  that  if  this  ordinance 
and  one  to  repeal  the  ordinance  regulat- 
ing self-propelled  vehicles  carrying  pas- 
sengers for  line,  so  as  to  prevent  the 
operation  of  such  vehicles  paralleling 
car  lines,  were  passed  the  company  would 
establish  a  temporary  bus  line  on  Grand 
Avenue  to  replace  the  railway  within 
two  weeks  after  the  passage  of  the  bills. 

Four  buses,  to  cost  $25,000,  will  take  . 
the  place  of  the  three  cars  which  now 
run  on  the  line,  the  shortest  of  the 
system.  It  is  proposed  so  to  route  the 
buses  that  the  tracks  will  be  followed 
only  from  the  downtown  district  to 
Tenth  and  Powell  Streets. 

Mr.  Semrad  declares  motor  vehicles 
as  substitutes  for  cars  on  the  Union 
line  is  impracticable,  because  of  the  long 
distance  to  be  traveled,  and  the  large 
number  of  passengers.  The  present 
Union  line  is  7  miles  in  length,  with  one 
smaller  line  at  the  north  end  and  two 
at  the  south  end. 

Only  one  bus  line  is  operated  in  St. 
Joseph  at  present,  between  the  end  of 
the  Frederick  Avenue  car  line  and  the 
state  hospital.   An  extra  charge  is  made 

for  transfers. 

♦ 

Line  in  Lowell  Approved 

A  vote  allowing  the  Eastern  Mas- 
sachusetts Street  Railway  to  operate 
a  bus  line  through  Andover  Street  to 
the  City  line  has  been  taken  by  the 
city  of  Lowell,  Mass.  A  hearing  was 
set  for  May  15  on  the  railway's  petition 

to  run  buses  to  the  Billerica  line. 

♦ 

Co-operating  With  Plane  Service 
in  Detroit 

During  the  all-American  Aircraft 
Show  held  in  Detroit,  Mich.,  from 
April  14  to  April  21  a  special  bus  serv- 
ice was  established  between  the  Airport 
and  Convention  Hall  on  Woodward 
Avenue,  a  distance  of  about  13  miles, 
by  the  Department  of  Street  Railways. 
The  .service,  which  was  supplemental 
to  the  regular  de  luxe  coach  operation, 
which  the  department  has  been  operat- 
ing between  the  hotel  district  and  the 
Ford  Airport  for  the  past  year,  was  well 
patronized  by  out-of-town  visitors  to 
the  show  who  desired  to  inspect  the 
airport.  Another  de  luxe  type  coach 
to  handle  the  increased  volume  of  traffic 
that  the  Department  of  Street  Railways 


is  transporting  to  the  airport  was  re- 
cently purchased.  These  two  units 
maintain  an  hourly  schedule  for  the 
accommodation  of  passengers  traveling 
the  route  of  the  Stout  Air  Services,  Inc., 
on  their  regularly  scheduled  planes  be- 
tween Detroit  and  Cleveland. 


City  Suggests  Buses  on 
Denver  Line 

The  city  of  Denver,  Colo.,  has  asked 
the  Denver  Tramway  to  substitute  buses 
for  its  electric  railway  cars  on  the 
Globeville  suburban  line.  This  sugges- 
tion followed  a  protest  by  the  company 
of  the  request  by  the  city  for  a  con- 
tributor to  the  expense  involved  in  the 
work  of  building  a  new  viaduct  leading 
to  Globeville. 


Joint  Coach  Service  Effected 
in  Los  Angeles 

A  change  in  coach  service  was  effec- 
tive May  4,  when  the  operation  of  the 
Wilshire  Boulevard  and  La  Brea  Ave- 
nue Motor  Lines  was  taken  over  by 
the  Los  Angeles  Motor  Coach  Com- 
pany, in  which  the  Los  Angeles  Railway 
and  the  Pacific  Electric  Railway  are 
each  one-half  owners.  At  that  time  the 
Wilshire  line  was  extended  from  Fair- 
fax Avenue  along  Wilshire  Boulevard 
to  Santa  Monica  Boulevard,  in  Beverly 
Hills.  Eight  new  double-deck  coaches, 
costing  approximately  $100,000,  are 
being  provided  by  the  Pacific  Electric 
Railway  and  the  Los  Angeles  Railway 
to  take  care  of  the  additional  service. 
All  of  the  Los  Angeles  Railway  double- 
deck  coaches  will  be  used  on  the  Wil- 
shire Line. 

Application  for  this  joint  service  was 
referred  to  in  the  Electric  Railway 
Journal,  issue  of  April  28,  1928, 
page  711. 


One  System  Suggested  for  Knoxville 

Experts  retained  by  city  frown  upon  any  plan  that  would  contemplate 

competition  provided  local  railway  is  willing  to  put 

on  four  suggested  bus  routes 


CO-ORDINATION  of  the  city's 
transit  facilities  is  recommended  for 
Knoxville,  Tenn.,  in  tlie  report  of  Har- 
land  Bartholomew  &  Associates.  The 
report  really  is  the  outcome  of  the  situa- 
tion created  by  the  desire  of  the  Knox- 
ville Rapid  Transit  Company  to  secure 
operating  right  for  local  bus  lines,  some 
of  which  would  be  competitive  with  the 
railway  lines  of  the  Knoxville  Power 
&  Light  Company.  The  Council  was 
not  disposed  to  proceed  in  the  matter, 
however,  until  it  had  the  benefit  of  out- 
side suggestions.  Hence  the  report  now 
presented. 

The  report  will  be  placed  by  the 
Council  bus  committee  before  Power- 
Light  officials  to  ascertain  if  the  com- 
pany will  agree  to  put  on  the  bus  lines 
recommended  for  immediate  installation. 
If  Power-Light  will  not  agree  to  put  on 
four  lines  recommended  for  immediate 
installation,  the  report  suggests  that  an 
independent  system  be  enfranchised  by 
the  city. 

The  four  lines  recommended  extend 
into  the  Beaumont  section ;  into  Lons- 
dale ;  out  Sevierville  Pike,  and  north- 
ward from  the  terminus  of  the  Sixth 
Avenue  car  line  to  Whittle  Springs. 

The  Bartholomew  report  outlines  and 
recommends  nine  bus  lines  for  an  inde- 
pendent system,  in  case  a  co-ordinated 
bus  system  can  not  be  agreed  on. 

The  report  finds  in  the  repeated  elimi- 
nations of  competing  lines  in  Knox- 
ville's  transportation  history  through 
numerous  consolidations  a  "striking  ex- 
ample of  the  experience  of  nearly  every 
city  where  electric  railways  are  now 
in  operation."  The  report  says : 

Cities  have  come  to  realize  that  the  elec- 
tric railway  is  a  natural  monopoly  subject 


to  reasonable  regulations.  The  economic 
problems  that  brouglit  about  the  unification 
of  gas,  water,  electric  and  telephone  serv- 
ices are  identical  with  those  supplying 
urban  transportation.  The  city  must  tw 
served  as  a  unit  if  duplication  of  effort 
is  to  be  avoided  and  convenient  and  efficient 
service  provided  at  a  minimum  cost. 
Competition  among  local  utility  compa- 
lies  adds  to  the  cost  of  operation  and  makes 
it  impossible  for  the  competing  companies 
to  earn  sufficient  revenue  to  keep  their 
properties  in  good  operating  condition. 

Danger  In  Competition 

As  evidence  of  the  economic  results 
that  might  be  expected  should  an  inde- 
pendent bus  system  be  enfranchised  in 
Knoxville,  the  report  gives  the  number 
of  passengers  carried  on  the  various 
Power-Light  lines  a  day  and  the  num- 
ber of  seats  available : 


Passen- 

Excess 

Per  Cent 

Seats 

gers 

Seats 

Vacant 

83,803 

45,490 

38,113 

46 

The  maps  in  the  report  show  that  the 
six  bus  lines  proposed  by  the  Rapid 
Transit  Company  duplicate  some  lines 
for  their  entire  length.  Yale  and  High- 
land lines  are  the  only  two  where  dupli- 
cation in  whole  or  in  part  does  not 
occur. 

In  order  to  extend  transportation 
service  into  areas  now  needing  service 
and  not  now  served,  the  report  recom- 
mends installation  of  six  supplemental 
bus  routes,  and  declares  four  are  needed 
immediately. 

The  report  recommends  that  the  inter- 
urban  bus  lines  carry  local  passengers 
within  the  city  on  certain  routes  out- 
lined. It  recommends  that  the  terminal 
location  of  these  lines  be  changed  from 
State   Street  to  a  point   west  of   Gay 


1 1 


May  19,1928 


ELECTRIC  RAILWAY  JOURNAL 


837 


Street,  and  somewhere  in  the  square 
bounded  by  Main,  Union,  Walnut  and 
Henley.  All  interurban  buses  then 
could  be  eliminated  from  Gay  Street. 

As  stated  before,  the  report  suggests 
that  if  no  agreement  with  Power-Light 
for  installation  of  bus  lines  can  be 
reached,  a  franchise  be  given  to  an  inde- 
pendent company.  In  this  connection 
nine  routes  are  traced  out,  based  on  the 
maximum  service,  economy  of  distance 
and  time,  and  grade  and  street  conditions. 
It  is  proposed  to  permit  buses  on  these 
routes  to  traverse  Gay  Street  until  Hen- 
ley Street  is  widened  and  opened  and 
the  Henley  Street  bridge  is  built.  It  is 
proposed,  too,  to  have  buses  on  these 
routes  follow  certain  loopings  in  the 
business  section,  so  that  no  route  will 
extend  through  the  business  section  to 
an  objective  on  the  opposite  side. 

The  railway  company  applied  on  April 
23  for  a  charter  for  the  Knoxville  Mo- 
tor Coach  Company  which  would  be  the 
name  of  a  subsidiary  bus  operating  or- 
ganization if  the  Council  gives  the  nec- 
essary franchise. 


Conference  on  Substitution  by 

Bus  in  Ohio  Territory 

A  committee  to  confer  with  the 
Buckeye  Stages,  Inc.,  on  a  franchise  for 
Columbus-Westerville,  Ohio,  bus  serv- 
ice has  been  appointed  by  the  Wester- 
ville  Council,  which  voted  for  substi- 
tution of  bus  for  street  car  service. 
Service  at  present  is  being  supplied  by 
the  Columbus  Railway,  Power  &  Light 
Company,  but  no  franchise  between  this 
company  and  Westerville  has  existed 
since  1915.  Westerville  is  14  miles 
north  of  Columbus.  The  matter  will  be 
placed  before  the  Ohio  Public  Utilities 

Commission. 

• 

California  Commission  Explains 

Denial  of  Petitions 

The  California  Railroad  Commission 
has  denied  various  petitions  for  rehear- 
ing the  application  of  the  Key  System 
Transit  Company  for  a  certificate  to 
operate  bus  service  from  the  City  Hall 
in  Oakland  to  Alameda.  In  so  doing, 
however,  the  commission  ordered  that 
when  application  was  made  by  the  util- 
ity for  a  supplemental  order  approving 
the  routes  of  the  proposed  bus  service 
in  Oakland  and  Alameda  the  matter 
would  be  re-opened  for  further  hearing. 


Would  Increase  Feeder  Lines 
in  Chicago 

Extension  of  surface  lines  by  the 
establishment  of  feeder  bus  routes  was 
urged  by  the  Chicago  City  Council  com- 
mittee on  transportation  at  a  recent 
meeting  attended  by  a  group  of  business 
men  from  the  northwest  side  who  have 
been  petitioning  the  committee  for  some 
tinie  to  establish  routes.  Installation  of 
four  routes  has  been  ordered  by  the 
Illinois  Commerce  Commission.  The 
form  of  the  ordinance  was  approved  by 
Harry  P.  Weber,  attorney  for  the  Chi- 
cago Surface  Lines,  and  James  W. 
Breen,  assistant  corporation  counsel. 


Replacement  in  Atchison 

Story  of  a  Kansas  town  in  which  change- 
over was  deemed  desirable 
— Eleven  miles  of  route 

BUSES  have  relegated  to  oblivion  the 
thread-bare  and  derided  railway 
system  operated  at  Atchison,  Kan.,  by 
the  Kansas  Power  &  Light  Company. 
Whether  the  buses  are  enjoying  present 
popularity  because  they  represent  prog- 
ress in  transportation  or  novelty  remains 
a  matter  for  conjecture.  The  old  mule 
cars  in  Atchison  enjoyed  similar  public 
acclaim  in  the  beginning  and  then  be- 
came the  handy  butts  for  commedians' 
jokes  just  as  the  street  cars  have  been 
for  several  years. 

Thirty-four  years  ago  Atchison  held 
promise  of  stepping  longside  Kansas 
City  in  population  and  the  coming  of  the 
railway  was  believed  to  herald  great 
things  for  the  future,  and  it  did.  The 
memory  of  those  early  days  caused  some 
display  of  sentiment  among  the  older 
residents  but  the  buses  are  new  and 
shiny  temptations  to  ride. 

Probably  the  private  auto  can  be 
blamed  for  the  death-blow.  When  a 
considerable  portion  of  the  population 
became  owners  of  motor  cars,  electric 
railway  patronage  went  into  a  tail-spin 
that  was  fatal.  Decreases  in  revenue 
were  accompanied  by  an  increase  or 
at  the  least  a  standstill  in  operation 
costs. 

Officials  of  the  company  were  loath  to 
spend  money.  Service  and  patronage 
became  a  game  in  which  each  kicked  the 
other  farther  down  the  hill.  At  last  it 
became  necessary  to  make  wholesale  re- 
placements or  abandon  the  entire  system. 
Company  officials  are  believed  to  have 
decided  on  the  replacement  because  it 
entailed  less  initial  outlay  than  would 
have  been  needed  to  rehabilitate  the 
railway. 

Slightly  less  than  two  years  ago  two 
electric  lines  into  north  Atchison  were 


abandoned,  the  tracks  torn  out  and  re- 
placement made  with  buses.  One  bus 
was  made  to  serve  the  combined  terri- 
tories of  the  two  car  lines  by  extending 
its  route.  Last  summer  another  line 
was  replaced  with  a  bus.  This  spring 
the  three  remaining  electric  lines  were 
abandoned  and  their  territory  covered 
by  two  bus  routes,  each  bus  extending 
Its  territory.  The  equipment  of  the  rail- 
way was  junked  wholly. 

The  fare  remains  at  10  cents  just  as 
It  was  for  the  street  cars,  but  the  buses 
are  enjoying  greater  patronage.  They 
are  Yellow  Coaches,  type  X,  with  a 
capacity  of  21  passengers  each.  Four 
are  kept  in  active  service  while  a  fifth 
IS  held  for  emergencies.  The  buses 
cover  an  entire  route  of  11  miles  on  a 
fifteen-minute  schedule. 

Two  of  the  former  motormen  were 
retired  on  account  of  their  length  of 
service,  and  the  others  were  drafted  as 
bus  drivers.  L.  M.  ("Curly")  Bliss, 
one  of  the  retired  motormen,  had  been 
driving  a  street  car  since  the  system 
was  started  34  years  ago. 


Interstate  Legislation  Goes 
Over  Till  Fall 

FURTHER  consideration  of  the 
Parker  interstate  bus  bill  will 
be  postponed  until  Congress  meets 
again  next  December.  The  inter- 
state and  foreign  commerce  com- 
mittee of  the  House  so  decided  in 
executive  session  May  15.  In  ex- 
plaining this  action.  Representative 
Parker  of  New  York,  chairman  of 
the  committee,  stated  that  there  are 
too  many  conflicting  ideas  in  the 
committee  on  the  subject  to  achieve 
any  harmony  of  opinion  this  ses- 
sion. "We  can  get  much  more 
satisfactory  action  next  fall,"  he 
said.  He  also  pointed  out  that  even 
if  the  House  passed  the  bill  this 
session,  the  Senate  would  probably 
not  to  be  able  to  do  anything  about 
it  as  the  committees  of  that  body 
which  are  to  conduct  hearings  on 
the  subject  have  been  tied  up  with 
other  bills. 


Additional  Service  in  Rensselaer 

The  Public  Service  Commission  has 
amended  the  certificate  of  the  Capitol 
District  Transportation  Company,  Inc., 
subsidiary  of  United  Traction  Company, 
governing  its  operations  in  Rensselaer, 
N.  Y.,  by  authorizing  the  company  to 
establish  bus  service  on  certain  addi- 
tional streets  in  that  city.  The  service 
was  requested  by  the  Mayor  of  Rens- 
selaer because  of  growth  in  the  section 
to  be  served. 


Ruling  Awaited  on  Muncie  Buses 

Final  hearing  in  the  suit  of  the  Equit- 
able Trust  Company,  New  York,  trustee 
for  the  holders  of  mortgage  bonds 
of  the  Union  Traction  Company  of 
Indiana,  Anderson,  Ind.,  seeking  an  in- 
junction against  Sumner  B.  Denney 
and  others  operating  bus  lines  in 
Muncie,  Ind.,  in  competition  with  buses 
owned  and  operated  by  the  railway  has 
just  been  concluded  in  Federal  Court  in 
Indianapolis.  The  suit  was  heard  by 
Judge  Baltzell  some  time  ago  and  he 
returned  a  decision  that  the  federal 
court  had  no  jurisdiction  in  the  matter. 
On  appeal  to  the  Circuit  Court  of  Ap- 
peals at  Chicago  by  the  complainant, 
the  higher  court  held  that  the  issue  was 
within  the  jurisdiction  of  the  district 
court  and  remanded  the  case  for  trial. 


Occupation  Tax  on  Interstate 
Bus  Not  Valid 

Municipalities  may  not  impose  a  li- 
cense tax  on  buses  operating  in  inter- 
state commerce,  the  United  States  Su- 
preme Court  ruled  on  May  14  in  the 
case  of  Otis  Sprout,  bus  operator, 
against  the  city  of  South  Bend,  Ind. 
This  decision  reverses  the  findings  of 
the  State  Supreme  Court  of  Indiana. 
Sprout,    who    operates    a    bus    between 


838 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  i\o.20 


South  Bend,  Ind.,  and  Niles,  Mich.,  paid 
the  state  registration  fee  but  refused  to 
apply  for  the  city  ordinance.  The  Su- 
preme Court  says : 

Exaction  of  the  license  fee  cannot  be  sus- 
tained either  as  an  inspection  fee  or  as  an 
excise  for  the  use  of  the  streets  of  the  city. 
It  remains  to  consider  whether  it  can  be 
sustained  as  an  occupation  tax.  A  state 
may,  by  appropriate  legislation,  require 
payment  of  an  occupation  tax  from  one 
engaged  in  both  interstate  and  intrastate 
commerce  and  it  may  delegate  a  part  of 
that  power  to  a  municipality. 

But  in  order  that  the  fee  or  tax  should 
be  valid,  it  must  appear  that  it  is  imposed 
solely  on  account  of  the  intrastate  business ; 
that  the  amount  exacted  is  not  required 
because  of  the  interstate  business  done ; 
and  that  one  engaged  exclusively  in  inter- 
state commerce  would  not  be  subject  to  the 
imposition.  The  Supreme  Court  of  In- 
diana, far  from  construing  the  ordinance  as 
applicable  solely  to  buses  engaged  in  intra- 
state business,  assumed  that  it  applied  to 
buses  engaged  exclusively  in  interstate 
business  and  that  Sprout  was  so  engaged. 
The  privilege  of  engaging  in  such  com- 
merce is  one  that  a  state  cannot  deny.  A 
state  is  equally  inhibited  from  conditioning 
its  exercise  on  the  payment  of  an  occupa- 
tion tax. 

• 

Discontinuance  of  Line  in 
Santa  Barbara  Approved 

The  Santa  Barbara  &  Suburban  Rail- 
way has  been  authorized  by  the  Cal- 
ifornia Railroad  Commission  to  dis- 
continue operation  of  its  State  Street 
bus  line  in  Santa  Barbara  on  five  days 
notice  to  the  public. 


Bus  Line  Proposed  in  Amsterdam 

A  hearing  was  held  before  the  Public 
Service  Commission  May  15  on  the 
application  of  the  Fonda,  Johnstown  & 
Gloversville  Railroad  to  reopen  the  case 
for  consent  to  abandon  the  Vrooman 
Avenue  line  in  Amsterdam,  N.  Y.  The 
commission  approved  the  former  appli- 
cation of  the  company  for  abandonment 
in  an  order  on  Sept.  1,  1926,  but  this 
order  was  rescinded  on  Nov.  10,  1926, 
when  the  commission  permitted  the 
company  to  increase  its  passenger  fares 
in  Amsterdam  from  8  to  10  cents.  The 
commission  held  at  that  time  that  the 
company  should  continue  to  operate  the 
Vrooman  Avenue  line  for  a  time  under 
the  new  rates  to  ascertain  whether  fur- 
ther operation  would  be  profitable. 

At  the  latest  hearing  the  company 
presented  figures  indicating  that  there 
was  an  operating  loss  on  all  of  its  lines 
in  1927  of  $33,493,  notwithstanding  the 
increased  fares,  and  that  the  revenues  on 
its  Vrooman  Avenue  line  decreased 
from  $32,338  in  1925  under  the  8-cent 
fare  to  $30,314  in  1927  under  the  10-cent 
fare.  According  to  the  company's  fig- 
ures, 715,780  fewer  passengers  were 
carried  on  all  of  its  railway  lines  in 
1927  than  in  1926. 

It  was  stated  by  J.  Ledlie  Hees, 
president  of  the  company,  that  an  ap- 
plication would  be  made  to  the  city 
authorities  for  consent  to  operate  a 
bus  line  in  the  territory  where  abandon- 
ment is  now  proposed. 


Financial  and  Corporate 


Reorganization  of  Massachu- 
setts Line  Underway 

Milford  8C  Uxbridge  Street  Railway  changes 
name  under  new  management.    Exten- 
sive rehabilitation  plans  projected 

A  REJUVENATED  era  in  rapid 
transit  by  both  electric  car  and  bus 
is  hopefully  looked  for  by  residents  in 
the  vicinity  of  Milford,  Framingham, 
Hopedale  and  Uxbridge,  Mass.,  as  the 
result  of  the  reorganizing  under  new 
management  this  month  of  the  old  Mil- 
ford &  Uxbridge  Street  Railway,  which 
has  been  authorized  by  the  State  Board 
of  Public  Utilities  to  assume  the  name 
of  the  Milford,  Framingham,  Hopedale 
&  Uxbridge  Street  Railway. 

The  property  of  the  company  was 
sold  in  February  in  the  Massachusetts 
Supreme  Judicial  Court  to  the  Citron- 
Byer  Company.  The  old  Milford  & 
Uxbridge  lines  had  been  in  a  receiver's 
hands  since  early  in  1926  and  while  it 
often  appeared  that  another  old  New 
England  electric  railway  would  abandon 
service  it  now  has  every  appearance  of 
becoming  a  successful  venture  once 
more. 

On  May  1  the  lines  were  taken  over 
by  the  new  owners  and  almost  immedi- 
ately a  petition  was  filed  to  change  the 
name.  Under  the  reorganization  plan 
the  new  owners  were  authorized  to  issue 
first  mortgage  bonds  of  a  par  value  of 
$125,000  and  common  stock  valued  at 
$125,000,  giving  the  new  owners  ah 
opportunity  to  realize  new  capital  of 
$250,000  for  the  improvements  planned. 
Walter  L.  Adams,  receiver  of  the  com- 
pany, was  named  president  of  the  new 
company.  He  will  also  act  as  general 
manager.  Israel  Citron  is  treasurer. 
Mr.  Adams  is  a  resident  of  Milford  who 
has  long  been  interested  in  putting  the 
line  on  its  feet  financially. 

One  of  the  officers  speaking  of  the 
reorganization  said : 

We  are  interested  in  putting  this  service 
back  on  a  firm  foundation  not  only  from  a 
personal  financial  standpoint  but  from  a 
community's  standpoint.  Today  a  com- 
munity without  rapid  transit  is  lost.  While 
bus  operation  is  successful  in  some  ways  it 
cannot  take  the  place  of  trolleys  in  cheap, 
fast,  mass  transportation.  The  new  name 
was  decided  upon  as  it  gives  each  of  the 
principal  communities  in  which  it  operates, 
equal  recognition.  All  that  we  need  now 
is  the  co-operation  of  the  public. 

Incidental  to  the  reorganizing  of  the 
railway  the  new  owners  have  organized 
the  Milford,  Framingham  &  Uxbridge 
Coach  Company.  It  is  capitalized  at 
present  for  $50,000.  Through  motor 
coaches  the  company  hopes  to  co- 
ordinate with  railway  service  feeding 
the  railway  lines  and  succeeding  rail 
service  where  it  is  found  necessary  to 
abandon  it.  Mr.  Adams  is  president  of 
this  concern  and  Attorney  Frank  P. 
Ryan,  Worcester,  is  secretary-treasurer. 

While  loss  of  patronage  forced  the  old 


management  to  increase  fares  in  several 
zones  the  new  company  has  already 
taken  steps  to  efTect  a  universal  10-cent 
fare  with  transfer  privileges.  It  hopes 
that  the  volume  of  business  will  over- 
come the  loss  where  a  13-cent  fare  has 
been  in  effect.  The  company,  it  was 
pointed  out,  has  an  annual  payroll  of 
about  $100,000. 

In  general  the  new  owners  have  dis- 
continued several  round  trips,  added 
others  at  different  hours,  speeded  up  the 
time,  perfected  timetables  and  are  plan- 
ning modern  roadbed  improvements  and 
equipment  economies.  All  lines  taken 
over  by  the  new  company  are  being 
operated  and  a  survey  during  the  next 
few  months  will  determine  the  policy  in 
maintaining  them  further.  Purchase  of 
new  cars  is  under  consideration. 


Merger  in  Ohio  Declared 
Operative 

The  merger  of  the  Penn-Ohio  Edison 
Company  and  the  Northern  Ohio  Power 
Company  was  declared  effective  on  May 
15.  Under  the  plan,  each  share  of 
Northern  Ohio  capital  stock  was  ex- 
changeable for  two-thirds  of  a  share  of 
Penn-Ohio  common  plus  an  option  to 
purchase  one-third  of  a  share  of  the 
latter  company  on  a  sliding  price  scale. 
Stockholders  who  have  deposited  may 
exchange  deposit  receipts  at  the  office 
of  the  Bankers  Trust  Company  for 
Penn-Ohio  stock  and  options.  Other 
stockholders  have  until  June  11  to  make 
the  exchange. 


New  Preferred  Offered  by  Illinois 
Power  8C  Light  Corporation 

A  new  offering  of  364,740  shares  of 
Illinois  Power  &  Light  Corporation, 
Chicago,  $6  cumulative  preferred  stock 
was  announced  on  May  3  by  a  Chicago 
syndicate  headed  by  Blyth,  Witter  & 
Company,  and  including  Field,  Glore  & 
Company,  Utility  Securities  Company 
and  E.  H.  Rollins  &  Sons.  Of  the  total 
shares  offered,  the  Illinois  Power  & 
Light  Corporation  has  reserved  74,740 
shares  for  exchange  or  sale  directly  by 
the  corporation.  Proceeds  from  the  sale 
will  be  used  to  retire  the  $33,000,000 
7  per  cent  cumulative  preferred  stock. 


Lincoln  Road  Returned  to  City 

The  Illinois  Public  Utilities  Company, 
operating  the  electric  railway  service 
in  Lincoln,  111.,  the  last  three  years,  has 
given  notice  that  it  will  turn  the  prop- 
erty back  to.  the  city.  C.  E.  Steinfort, 
manager,  told  the  Council  that  the  line 
had  been  losing  money  constantly  and 
that  the  company  had  decided  to  relin- 
quish the  property  to  the  municipality. 
"The  Council  has  not  indicated  what  ac- 
tion it  will  take. 


May  19,  1928 


ELECTRIC  RAILWAY  JOURNAL 


839 


Sale  of  Indiana  Road  at 
Foreclosure  Protested 

Protest  against  the  manner  in  which 
the  property  of  the  Indianapolis  &  Cin- 
cinnati Traction  Company,  Rushville, 
Ind.,  was  sold  at  the  receiver's  auction 
and  a  request  for  the  Public  Service 
Commission  to  disapprove  the  transfer 
were  contained  in  a  petition  filed  with 
the  commission  on  May  10  by  George 
A.  Voight,  Jeffersonville,  Ind.,  holder  of 
$17,000  in  bonds.  He  alleged  that  the 
sale  of  the  property  was  advertised  im- 
properly and  to  the  disadvantage  of  per- 
sons interested ;  that  the  price  received 
was  much  less  than  a  fair  value  of  the 
cost  of  replacement,  and  that  the  lines 
actually  are  in  good  condition.  Sale  of 
the  lines  without  the  approval  of  the 
commission  made  the  transaction  void, 
he  asserted.  He  wants  operation  stopped 
until  an  investigation  has  been  made  by 
the  commission. 


Service  Abandoned  on 
Nebraska  Interurban 

Acting  on  authority  of  the  Nebraska 
Railway  Commission,  the  Omaha,  Lin- 
coln &  Beatrice  Railway  abandoned  its 
service  May  12.  Junking  of  its  rails 
will  not  be  completed,  however,  until 
the  Interstate  Commerce  Commission 
permits  abandonment  of  the  service  on 
a  part  of  its  rails  to  the  steam  railroad 
companies  for  handling  freight  to  and 
from  industry  tracks.  Originally  planned 
as  an  interurban  to  connect  the  three 
cities  named  in  it's  corporate  title,  the 
road  was  never  built  beyond  the  suburbs 
of  University  Place  and  Bethany,  out 
of  Lincoln.  In  its  decision  the  com- 
mission found  that  it  was  without  au- 
thority and  unreasonable  to  require  the 
company  to  operate  at  a  loss. 

Authority    was    given    the    Lincoln 


Traction  Company  to  serve  that  portion 
of  the  vacated  territory  it  did  not  pre- 
viously reach  by  adding  three  new 
buses.  These  will  be  used  to  give  ex- 
tended service  in  the  agricultural  col- 
lege line,  for  another  mile,  and  t-o  reach 
all  portions  of  Bethany  by  extending  its 
bus  service  from  the  south  section  to 
the  northern  limits. 


New  Haven  Optimistic 

Earning      capacity      of      Springfield      and 

Worcester  systems  is  expected  to  improve 

as  a  result  of  rehabilitation 

CO-ORDINATION  will  give  the  best 
service  at  the  lowest  cost  and  result 
in  the  most  net  revenue.  This  opinion 
is  expressed  in  the  report  of  the  New 
York,  New  Haven  &  Hartford  Railroad 
for  the  year  ended  Dec.  31,  1927,  by  E. 
J.  Pearson,  president.  He  said  that 
earnest  consideration  had  been  and  was 
being  currently  given  to  the  operation 
of  the  electric  railway  properties  and  to 
the  changing  conditions  of  highway 
transportation  by  automobiles  and  buses 
which  might  affect  the  earning  power 
of  the  electric  railways.  It  seemed 
fairly  clear  that  electric  railways  were 
still  the  most  efficient  and  economical 
method  of  handling  the  peak-hour  travel 
in  cities  and  that  buses  were  better 
adapted  to  the  handling  of  suburban 
traffic — into,  out  of  and  between  cities. 

The  effort  of  the  managements  of  the 
railways  had  been  directed  toward  co- 
ordinating city  operation  by  street  cars 
with  suburban  operation  by  buses  and 
the  whole  with  the  bus  operation  of  the 
New  England  Transportation  Company 
and  the  rail  operation  of  the  New  York, 
New  Haven  &  Hartford  Railroad. 

During  the  year,  the  Springfield 
Street  Railway,  the  Worcester  Con- 
solidated Street  Railway  and  the  Berk- 
shire Street  Railway  had  caused  to  be 


refunded  a  part  of  their  respective 
bonded  indebtedness.  Material  econ- 
omies had  been  effected  by  the  elec- 
tric railways  through  increased  use  of 
one-man  safety  cars  of  the  latest  design, 
equipped  with  front  entrances  and  auto- 
matic rear  exists.  These  cars  were 
lighter  than  the  old  type  of  two-man 
cars,  consequently  used  less  power  and 
through  a  modern  device  of  automatic 
exits  reduced  delays  to  a  minimum. 

Operating  revenues  from  rail  service 
of  the  Connecticut  Company,  one  of  the 
largest  subsidiaries,  decreased  in  1927 
more  than  $650,000,  due  largely  to  the 
favorable  weather  conditions  for  con- 
tinued use  of  privately  owned  auto- 
mobiles during  the  winter  months ;  this 
was  offset  in  part  by  an  increase  in 
revenues  from  bus  operations  of  ap- 
proximately $200,000.  Economies  in 
operation  resulted  in  practically  the  same 
net  income  as  last  year. 

On  the  lines  of  the  New  York,  West- 
chester &  Boston  Railway  13,032,323 
passengers  were  carried  during  the 
year,  an  increase  of  1,346,301.  An  ex- 
tension of  the  road  from  Mamaroneck  to 
Harrison,  a  distance  of  1.76  miles,  was 
opened  for  business  on  July  3,  1927. 
Extension  of  the  road  to  Rye,  a  distance 
of  1.9  road-miles,  is  under  construction, 
and  will  be  opened  for  business  about 
July  1,  1928. 

Beginning  in  April,  1927,  the  New 
York  &  Stamford  Railway  gradually 
discontinued  service  on  all  of  its  lines. 
In  September,  1927,  operation  had  been 
suspended  on  all  except  one  line,  which 
was  discontinued  as  of  Dec.  31,  1927. 
Motor  coaches  are  now  being  operated 
by  the  County  Transportation  Company, 
a  subsidiary,  in  place  of  terminated 
trolley  service. 

No  additional  shares  of  the  Worcester 
Consolidated  Street  Railway's  first  pre- 
ferred stock  have  been  exchanged  for 
preferred  shares  of  the   New   England 


INCOME  ACCOUNTS,  ELECTRIC  RAILWAY  SUBSIDIARIES  OF  NEW  YORK,  NEW  HAVEN  &  HARTFORD  RAILROAD 

Connecticut  Company  Berkshire  Street  New  York,  Westchester       New  York  &  Springfield  Street  Worcester  Consoli- 
Railway  &  Boston  Stamford  Railway  dated  Street  Railway 
Com-  Com-  Com-  Com-  Com-  Com- 
parison parison  parison  parison  parison  parison 
with    1926  with    1926  with    1926  with    1926  with    1926  with    1926 
Increase  Increase  Increase  Increase  .  Increase  Increase 
Year               or  Year  or  Year               or  Year  or  Year               or  Year  or 
1927          Decrease  1927  Decrease  1927          Decrease  \'in  Decrease  1927          Decrease  1927  Decrease 
Operating  revenues: 

Passenger $13,500,927   HSlfies  $765,442  tU,91,o  $1,975,293    $235,950  $204,167  $gl9,i00  $2,826,272    $gOi,175  $3,069,922  $57,021 

Other 684,107       38,583  33,253  7,018  176,134         3,772  2,747  792  65,158       4o,472  119,119  92,1,81 

Total $14,185,034   $i6i,6i7  $798,695  $61,964  $2,151,427    $239,722  $206,914  $220,192  $2,891,431    $£i9,6iS  $3,189,041  $H9,502 

Operating  expenses: 
Maintenance    of    way   and 

structures 1,791,498      188,402  107,643  Se,911  197,106        67,895  37,212  29,862  255,747        8i,697  255,234  109,923 

Maintenance  of  equipment.      1,990,985          9,S96  180,837  51,781  290,204        37,632  67,539  67,267  398,782          7,635  504,574  li,9S2 

Transportation 6,559,397      214,373  378,919  40,976  714,859      108,779  97,568  88,223  1,443,567      101,812  1,543,813  113,033 

Other-. 1,221,284       55,719  82,379  24,912  296,801        37,366  76,124  4,892  316,750       25,548  434,714  72,501 

Total $11,563,166   $354,351  $749,779  $1,193  $1,498,972    $251,674  $278,444  $178,480  $2,414,846    $204,4^0  $2,738,337  $165,388 

Net  operating  revenue $2,621,868    $110,295  $48,915  $50,770  $652,455      $11,951  ^$71,530  $41,731  $476,584      $45,227  $450,704  $15,885 

Tax  accruals 698,934       91,897  31,022  3,608  229,149         8,292  15,243  t,495  57,611        U,6oS  $85,980  2,948 

Operating  income $1,922,934     $18,397  $17,893  $47,161  $423,305       $3,858  i$86,774  $34,236  $418,972     $30,569  $364,723  $18,849 

Non-operating  income 56,984       14,869  l,li9  585  15,186     .    5,708  35,018  32,739  15,116          7,830  25,066  1,399 

Gross  income $1,979,918     $33,067  $20,133  $46,575  $438,492       $2,050  ^$51,755  $1,497  $434,088      $22,738  $389,789  $20,248 

Deductions  from  gross  in- 
come      1,451,900       25,6^0  *313,569  10,987  *2,303,492      108,802  *107,168  7,825  242,738       21,830  387,881  23,611 

Netinoome $528,017       $7,446   -[$293,435,  $57,563  f$l,864,999   $108,75e   f$158,9l4  $6,328  $191,349     $44,589  $1,908  $3,382 


Italics  denote  decreases. 

^Deficit. 

•Berkshire  Street  Railway — deductions  from  gross  income  include  $210,724 
interest  accruing  to  New  York,  New  Haven  &  Hartford  Railroad  but  not  in- 
cluded in  income  account. 


.New  York,  Weschester  &  Boston — deductions  from  gross  income  include 
$1,215,594  interest  accruing  to  New  York,  New  Haven  &  Hartford  Railroad 
but  not  included  in  income  account. 

New  Y'ork  &  Stamford — deductions  from  gross  income  include|$53,033  interest 
accruing  to  New  York,  New  Haven  &  Hartford  Railroad  but  not  included  io 
income  account. 


840 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.20 


Investment  and  Security  Company  since 
last  year's  report.  The  New  Haven 
guaranty  is  on  1,115  shares  of  par  value 
$111,500  of  which  the  New  York,  New 
Haven  &  Hartford  Railroad  owns  279 
shares  of  a  par  value  of  $27,900,  leaving 
the  guaranty  on  $83,600  in  the  hands  of 
the  public.  The  New  England  Invest- 
ment has  been  unable  to  earn  and  pay 
interest  on  its  gold  notes  owned  by  the 
New  Haven  road. 

The  improvement  of  the  Springfield 
property  has  progressed  during  the  year, 
SO  new  cars  and  nine  motor  coaches 
having  been  purchased.  The  former 
freight  station  at  Bond  Street,  Spring- 
field, has  been  remodeled  into  an  up-to- 
date  coach  garage,  and  a  new  garage 
has  been  constructed  at  Palmer,  Mass. 
Heavy  expenditures  have  been  made  for 
track  improvements  and  construction  of 
new  track.  Other  expenditures  have 
been  made  which  will  result  in  efficiency 
and  economy  in  operation. 

The  rehabilitation  of  the  Worcester 
property  mentioned  in  last  year's  report 
has  progressed  during  the  year.  Fifty 
new  cars  and  twenty  motor  coaches 
have  been  acquired  and  twenty-one  cars 
have  been  converted  for  one-man  opera- 
tion. A  new  carhouse  and  new  motor 
coach  garage  have  been  constructed  at 
Worcester.  Large  amounts  have  been 
expended  for  track  changes  and  new 
track  construction. 

While  the  benefits  of  these  improve- 
ments in  Worcester  and  Springfield  are 
not  fully  reflected  during  1927,  when  the 
rehabilitation  is  complete  they  should 
result   in  restoring  earning  capacity. 


a  financial  structure  of  $750,000  in 
bonds  and  31,400  shares  of  no-par  value 
stock,  ten  shares  of  the  latter  going  to 
the  certificate  holders  for  each  $1,000 
of  certificates.  The  last  report  of  the 
road  mentioned  in  the  referee's  statement 
was  for  the  year  ended  June  30,  1926, 
when  the  net  receipts  were  $1,650,680 
and  the  net  profits  $53,318. 


Sale  of  New  York  Road  Under 
Foreclosure  Rescinded 

The  sale  of  the  property  of  the  Sec- 
ond Avenue  Railroad,  New  York,  for 
$500,000  to  Arthur  W.  Hutchins,  repre- 
senting the  holders  of  $3,116,000  of 
receiver's  certificates,  has  been  rescinded 
under  an  agreement  that  the  bid  could 
be  withdrawn  if  the  Transit  Commis- 
sion refused  to  approve  the  Second 
Avenue  reorganization  plan.  This  was 
disclosed  in  a  report  filed  recently  in 
the  Supreme  Court  by  John  C.  Clark, 
appointed  referee  in  1921  to  sell  the 
railroad  upon  the  foreclosure  of  the 
receivership  certificate  liens.  He  said 
that  approval  had  been  denied  in  Feb- 
ruary. 

The  foreclosure  suit  was  brought  by 
the  committee  of  certificate  holders  who 
obtained  the  decree  of  sale  after  the 
court  held  that  their  liens  were  superior 
to  those  of  the  holders  of  $5,000,000  in 
bonds.  To  initiate  the  reorganization 
plan  the  committee  oflfered  $500,000  for 
the  property,  of  which  $230,000  was  to 
pay  accident  and  other  claims  and  $270,- 
000  the  expenses  of  the  proceedings. 

The  reorganization  plan,  which  failed 
of  endorsement  by  the  Transit  Commis- 
sion, provided  for  the  formation  of 
two  companies,  one  to  hold  the  realty, 
consisting  of  the  carhouse  property 
bounded  by  96th  and  97th  Streets  and 
First  and  Second  Avenues,  and  the  other 
to  operate  the  road.    Each  was  to  have 


Committee  Approves  Wash- 
ington Merger 

Companies    would    consolidate    as    Capital 

Transit  Company  on  basis  of  ^50,000,000 

valuation 

THE  House  Committee  on  the  Dis- 
trict of  Columbia  on  May  14,  voted 
a  favorable  report  on  the  resolution  to 
authorize  the  merger  of  railway  and  bus 
corporations  operating  in  the  District  of 
Columbia.  The  vote  was  eight  to  five, 
several  members  of  the  committee  re- 
serving the  right  to  change  their  votes 
on  the  floor  cf  the  House  when  the  bill 
comes  up  for  debate. 

Representative  Gibson  ofltered  an 
amendment  providing  that  the  Capital 
Transit  Company,  the  new  corporation 
provided  for  in  the  unification  agreement 
between  the  Washington  Railway  & 
Electric  Company,  the  Capital  Traction 
Company  and  the  Washington  Rapid 
Transit  Company  be  incorporated  by  an 
act  of  Congress,  rather  than  under  the 
provisions  of  subchapter  four,  chapter 
eighteen,  of  the  code  of  laws  of  the  Dis- 
trict of  Columbia,  as  specified  in  the 
resolution  and  in  the  agreement. 

Representative  Combs  said  that  no 
amendment  could  be  incorporated  in  the 
agreement  by  the  committee  because  the 
committee  had  only  the  right  to  approve 
or  disapprove  the  agreement.  He  said 
that  if  the  committee  amended  the  agree- 
ment its  four  weeks'  work  would  be 
"scrapped"  and  it  would  be  necessary 
to  hold  the  hearings  over  again.  The 
committee  voted  the  amendment  in,  then 
moved  to  reconsider,  and  ended  by  vot- 
ing out  the  resolution  unamended. 

Under  the  provisions  of  the  resolution 
the  Capital  Transit  Company,  the  new 
company,  would  acquire  properties  and 
stocks  or  securities  and  succeed  to  the 
powers  and  obligations  of  the  Capital 
Traction  Company  and  the  powers  and 
obligations  of  the  Washington  Railway 
&  Electric  Company  directly  connected 
with,  or  relating  to,  the  operation  of 
electric  railways,  buses  and  other  forms 
of  public  transportation. 

Provisions  of  the  law  making  it  in- 
cumbent upon  the  railways  to  bear  the 
expense  of  crossing  policemen,  the  lay- 
ing of  new  pavement,  the  making  of 
permanent  improvements,  renewals,  or 
repair  to  streets  and  bridges  over  which 
street  cars  operate  would  be  repealed. 
The  Capital  Transit  Company,  however, 
would  be  called  upon  to  bear  the  entire 
cost  of  paving  repairs,  etc.,  incident  to 
track  repairs,  etc.,  and  one-fourth  of  the 
cost  of  paving,  repaying  and  main- 
tenance of  paving  between  tracks  and 
for  2  ft.  outside  the  outer  rails,  and  the 
excess  cost  of  public  bridges  due  to  the 
existence  of  tracks  thereon. 


The  agreement  provides  that  a  valua- 
tion of  $50,000,000  be  placed  upon  the 
properties  of  rate-making  purposes. 

♦ 

Traffic,  Fare  and  Wage  Figures 

The  number  of  revenue  passengers, 
including  bus  passengers,  reported  by 
210  companies  to  the  American  Electric 
Railway  Association  for  March,  1928, 
compared  with  March,  1927,  is  as  fol- 
lows: 

March,  1928 850,090,214 

March,  1927 862,218,344 

Decrease,  per  cent 1.41 

The  rate  of  decrease  is  smaller  than 
has  been  reported  in  recent  months  and 
indicates  that  traffic  conditions  are  im- 
proving. 

Average  cash  fares  in  cities  of  25,000 
population  and  over  were : 

Cents 

April     1,1928 S.IISfr 

March  I.  1928 8.1 186. 

April     1.1927 7.940J 

There  was  no  change  in  the  average 
basic  fare  in  American  cities  during  the 
month  of  March. 

The  average  maximum  hourly  rates 
paid  niotormen  and  conductors  in  two- 
man  service  by  companies  operating  100' 
or  more  miles  of  single  track : 

Average  Index  Number 
Month                                Rate  1913=100 

Cents  Per  Cent 

April     1,1928 57.38  210.57 

March  I, 1928 57.38  210.57 

April     1,1927 56.97  209.06 

No  changes  in  wages  were  reported 

during  March. 

• 

Suit  to  Sell  Ohio  Interurban 
Right-of-Way 

Suit  to  sell  the  right-of-way  of  the 
old  Cincinnati,  Milford  &  Loveland 
Traction  Company  in  Madeira,  Ohio, 
has  been  filed  in  the  Common  Pleas 
Court  at  Cincinnati.  The  action  was 
brought  for  alleged  non-payment  of 
taxes  on  the  right-of-way. 


Increase  in  Net  Income  on 
Brooklyn  System 

For  the  nine  months  ended  March  31,. 
1928,  the  total  operating  revenues  of  the 
Brooklyn-Manhattan  Transit  System, 
Brooklyn,  N.  Y.,  were  $35,404,376 
against  $34,732,911  for  a  similar  period 
last  year.  Operating  expenses  increased 
from  $22,477,848  to  $22,906,048  in  the 
1928  period.  After  the  consideration  of 
iuLome  deductions,  the  net  income  for 
this  year's  period  was  $4,764,700  com- 
pared with  $4,686,588  last  year. 


Massachusetts  Line  Being 

Scrapped 

The  lines  of  the  New  Bedford  & 
Onset  Street  Railway,  New  Bedford, 
Mass.,  are  being  scrapped.  The  prop- 
erty was  sold  in  the  summer  of  1927  and 
ceased  operations  Sept.  30,  1927.  At 
the  time  of  the  sale  it  was  stated  that 
the  new  owners,  whose  identity  was  not 
revealed,  had  planned  to  continue  opera- 
tion of  the  line. 


Ma\  19,  1928 


ELECTRIC  RAILWAY  JOURNAL 


841 


Personal  Items 


=«5fa^>= 


H.  H.  George  in  Cleveland 

Official   long   connected   with   New   Jersey 
company  accepts  new  post  of  superin- 
tendent of  research  in  Ohio  city 

HOWARD  H.  GEORGE,  assistant 
to  the  chief  engineer  of  the  Public 
Service  Production  Company,  Newark, 
N.  J.,  has  been  appointed  superintendent 
of  research  of  the  Cleveland  Railway, 
and  has  taken  up  his  new  duties  with 
that  company.  Mr.  George  is  well 
known  in  the  industry,  particularly 
among  engineers.  For  years  he  has 
been  active  in  American  Electric  Rail- 
way Engineering  Association  work,  and 
for  the  past  five  years  has  served  as 
chairman  of  the  committee  on  way  and 
structures.  He  has  represented  the 
American  Electric  Railway  Association 


H.  H.  George 


sectional  committee  on  tie  specifications 
of  the  American  Engineering  Standards 
Committee,  and  also  that  on  specifica- 
tions for  .special  trackwork  materials. 
Until  the  time  of  his  transfer  from  the 
Public  Service  Railway  of  New  Jer- 
sey to  the  Public  Service  Production 
Company,  an  affiliated  company,  he  was 
one  of  the  representatives  of  the  Ameri- 
can Society  of  Civil  Engineers  on  the 
welded  rail  joint  committee.  He  is  also 
a  member  of  the  committee  of  judges  of 
tlie  Elfxtkic  Railway  Journal's  main- 
tenance contest  and  of  the  A.E.R.E.A. 
rules  revision  committee. 

Mr.   George  began  his  career  in  the 
electric   railway   industry   in    1906  with 
the  Public  Service  Railway.    Thereafter 
until   June,    1925,   he   served   that   com- 
pany    successively     as     field     engineer, 
division  engineer,  assistant  to  chief  en- 
(  gineer  and  engineer  of  maintenance  of 
,  way.     In  this  capacity  he  was  in  charge 
of   all   engineering   and   supervision   on 
new  construction  on  bridges,  buildings, 
track  and  ferries.     In  1925  he  was  trans- 
I  ferred  to  the  Public  Service  Production 
/  Company,  the  construction  subsidiary  of 
^  the    Public    Service    Corporation.      The 
I  first  year  he  served  as  superintendent  of 
I  commercial  con.struction,  but  for  the  last 


two  years  he  has  held  the  position  of 
assistant  to  the  chief  engineer,  in  re- 
sponsible charge  of  several  large  con- 
struction projects,  among  them  the  con- 
struction of  the  Federal  Trust  Building 
and  the  East  Park  Street  extension  to 
the  Newark  Terminal  Building,  and 
Route  1  extension.  Section  2  of  the  New 
Jersey  State  Highway  in  Jersey  City, 
N.J. 

During  the  World  War  Mr.  George 
served  as  a  first  lieutenant  and  as  cap- 
tain in  the  Engineer  Corps,  first  with 
the  305th  Engineers,  80th  Division,  and 
later  with  the  55th  Engineers,  during 
which  latter  service  he  was  engineer 
officer  in  charge  of  building  construc- 
tion on  the  Chateaureaux  storage  depot 
project.  Just  prior  to  the  signing  of 
the  armistice,  he  was  transferred  to 
Base  Section  No.  4  at  Havre  as  en- 
gineer   officer    in    charge    of    railroad 

construction. 

» 

A.  L.  Drum  to  Head  Detroit 
United  Successor 

A.  L.  Drum,  who  has  been  operating 
manager  of  the  properties  of  the  Detroit 
United  Railway,  Detroit,  Mich.,  for  the 
past  three  years  under  the  receivership 
of  the  U.  S.  District  Court,  will  be  pres- 
ident of  the  new  successor  company 
under  the  reorganization,  to  be  known 
as  the  Eastern  Michigan  Railways,  to 
be  formed  to  operate  the  rail  and  bus 
properties.  It  is  planned  to  turn  over 
the  property  to  the  new  company  about 
Aug.  I.  The  foreclosure  sale  will,  it  is 
stated,  be  made  to  discharge  the  lien  of 
the  bondholders,  and  will  provide  for 
the  claims  which  are  found  by  the  court 
to  rank  prior  to  the  bondholders'  lien. 

Ample  provision  will  be  made  for 
working  capital  and  financial  credit  to 
enable  the  new  company  to  acquire  new 
cars,  extend  track  and  secure  addi- 
tional buses  to  serve  the  traveling 
public  in  the  greater  Detroit  metro- 
politan district.  This  includes  the  inter- 
urban  rail  and  bus  service  to  Toledo, 
Port  Huron,  Pontiac,  Flint,  Lansing  and 
Grand  Rapids,  and  the  local  railway  and 
city  bus  systems  in  Pontiac  and  Flint. 

Mr.  Drum  as  manager  and  receiver 
and  his  representatives  have  applied 
themselves  intensively  to  the  problems 
of  the  Detroit  United  since  their  en- 
trance into  the  situation  there.  And 
they  have  built  constructively  and  well. 
The  plan  they  have  laid  out  gives  prom- 
ise for  the  future,  since  it  is  based  not 
only  on  the  wide  experience  of  Mr. 
Drum  in  his  general  practice  as  con- 
sultant but  on  the  experience  had  with 
this  particular  property. 

To  the  work  on  the  Detroit  United 
Mr.  Drum  brought  a  splendid  knowl- 
edge of  ergineering  and  management 
built  up  over  a  long  period  of  years. 
More  recently  he  has  been  engaged  as 
a  consultant  in  business  for  himself  as 
head  of  A.   L.  Drum  &  Company,  but 


his  entrance  into  electric  railway  work 
dates  back  to  the  period  following  itii- 
mediately  after  he  was  graduated  from 
the  Massachusetts  Institute  of  Technol- 
ogy. His  first  work  was  in  the  power 
station  of  the  Boston  Electric  Light 
Company.  Later  he  engaged  for  a  time 
in  journalism,  but  his  real  flair  was  for 
engineering  and  so  he  returned  to  the 
utility  field  as  manager  of  the  Middle- 
boro  gas  and  electric  plant  in  Middle- 
boro,  Mass.  But  the  Middle  West 
beckoned  and  Mr.  Drum  became  general 
manager  and  construction  engineer  for 
the  Indiana  Union  Traction  Company. 
Then  followed  a  succession  of  important 
posts  too  numerous  to  mention,  but 
among  them  the  position  of  general 
manager  and  construction  engineer  for 
the  Chicago  &  Milwaukee  Electric  Rail- 
road, which  ultimately  led  to  the  forma- 
tion of  A.  L.  Drum  &  Company  with 
offices  at  Chicago,  and  the  participation 
of  that  firm  and  of  Mr.  Drum  as  ex- 
perts in  some  of  the  most  important 
construction  and  engineering  projects 
carried  out  in  recent  years  in  the  United 


A.  L.  Drum 


States,  many  of  which  connections  con- 
templated the  retention  of  the  firm  in 
valuation  cases  and  other  similar  pro- 
ceedings in  which  expert  engineering, 
financial  and  management  knowledge 
was  a  requisite. 


R.  H.  Wyatt  Made  Officer  of 
Louisville  &  Interurban 

Richard  H.  Wyatt,  who  has  served 
as  acting  manager  of  the  company  since 
1925,  has  been  elected  vice-president 
and  general  manager  of  the  Louisville  & 
Interurban  Company,  a  subsidiary  of  the 
Louisville  Railway,  Louisville,  Ky. 

The  office  is  a  newly  created  execu- 
tive position,  according  to  the  announce- 
ment, and  it  was  desired  to  have  an 
executive  in  direct  charge  of  the  road's 
operations.  Samuel  Riddle  and  Frank 
H.  Miller,  vice-presidents  of  the  Louis- 
ville Railway,  served  in  a  similar 
capacity  for  the  interurban  until  their 
terms  expired  in  February.  Mr.  Riddle 
is  now  secretary  of  the  interurban. 

Mr.  Wyatt  entered  the  service  of  the 
Louisville  Railway  as  a  boy  45  years 
ago,  and  has  held  many  positions  since 
that  time.    Whe.v  the  interurban  system 


842 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.20 


was  started  in  1904  he  was  appointed 
general  express  agent  and,  after  a  few 
years,  general  freight  and  passenger 
agent.  He  was  promoted  to  the  office 
of  general  superintendent  in  1921,  and 
to  his  recent  place  of  acting  manager  in 
1925.  ^^^^^ 

Obituary 

Raymond  B.  Keating 

Raymond  B.  Keating  died  on  May  12 
at  the  West  Penn  Hospital  after  a  brief 
illness.  He  was  vice-president  of  the 
West  Penn  Electric  Company,  West 
Penn  Railways,  and  the  West  Penn 
Power  Company,  as  well  as  their  sub- 
'  sidiaries.  including  the  Wheeling  Trac- 
tion Company.  He  was  also  a  director 
and  vice-president  of  the  Monongahela- 
West  Penn  Public  Service  Company  of 
Fairmont,  W.  Va. 

In  1907  he  became  assistant  secretary 
of  the  Electric  Properties  Company, 
New  York.  Subsequently  he  was  made 
secretary,  treasurer  and  director  of  the 
Lackawanna  &  Wyoming  Valley  Rail- 
road and  its  subsidiaries.  He  served  in 
these  capacities  throughout  the  reorgan- 
ization of  the  group  of  companies  and 
the  formation  of  the  Scranton  &  Wilkes 
Barre  Traction  Corporation.  Concur- 
rently he  was  secretary  and  treasurer 
of  the  Electric  Powers  Security,  Nia- 
ara  Falls.  N.  Y.  During  this  period 
he  served  as  secretary  and  treasurer  of 
the  ]\Ierchants  &  Manufacturers  Ex- 
change. New  York  City. 

In  1914  Mr.  Keating  became  vice- 
president  of  the  West  Penn  System  at 
its  New  York  offices  and  in  August, 
1915.  returned  to  Pittsburgh  to  continue 
his  active  duties  with  this  company. 

Mr.  Keating  began  his  business  career 
about  1900.  being  connected  with  public 
utility  concerns  affiliated  with  the  Phila- 
delphia Company. 

• 

John  Connor,  familiarly  termed 
"Johnny"  throughout  the  organization 
of  the  Philadelphia  Rapid  Transit  Com- 
pany and  pretty  broadly  in  the  city  of 
Philadelphia  itself,  died  on  May  11.  At 
the  time  of  his  death  he  was  traffic 
manager  of  the  Yellow  Cab  Company, 
now  under  the  control  of  the  Phila- 
delphia Rapid  Transit  Company.  Mr. 
Connor  started  life  in  the  coal  regions 
and  went  to  Philadelphia  when  a 
youngster  to  become  a  messenger  boy. 
He  joined  the  Quaker  City  Cab  Com- 
pany in  1909  as  a  telephone  operator. 
.Six  years  ago  he  became  identified  with 
the  Yellow  Cab  Company. 

J.  H.  McWhorter,  brother  of  A.  D. 
McWhorter,  general  superintendent  of 
the  Memphis  Street  Railway,  Memphis, 
Tenn.,  died  on  April  29.  He  had  been 
connected  with  the  Galena  .Signal  Oil 
Company,  Atlanta  office,  as  lubricating 
engineer  for  the  past  ten  years.  Previ- 
ous to  that  time,  he  was  in  the  mechan- 
ical department  of  the  Georgia  Power 
Company.  Mr.  McWhorter  had  many 
friends  in  the  railway  industry.  He 
leaves  a  widow. 


Manufactures  and  the  Markets 


=fti^ 


Boston,  Revere  Beach  8C  Lynn 
Electrifies 

Complete  electrification  is  now  in 
progress  on  the  Boston,  Revere  Beach 
&  Lynn  Railroad.  Complete  plans  for 
the  electrification  and  how  it  is  being 
financed  were  published  in  Electric 
Railway  Journal  on  December  10, 
1927.  Electric  equipment  for  the 
change-over  will  be  furnished  by  the 
General  Electric  Company.  Sixty-two 
two-motor  equipments  will  be  installed 
on  the  passenger  cars,  and  four-motor 
equipments  will  drive  the  work  cars. 

Each  of  the  passenger  car  equipments 
will  consist  of  two  60-hp.,  600-volt  mo- 
tors with  light-weight  multiple  control. 
Each  work  car  will  be  equipped  with 
four  motors  of  the  same  type  but  with 
platform  type  control.  Electric  head- 
lights will  be  used  on  all  cars.  Air 
brake  equipment  will  be  of  the  double- 
end,  electro-pneumatic  type.  The  elec- 
tric equipment  will  be  installed  on  the 
present  coaches  and  the  work  will  be 
done  in  the  railroad's  shops.  Mean- 
while, the  use  of  electricity  will  be  ex- 
tended to  the  waiting  rooms  where  elec- 
tric turnstiles  will  be  placed  in  service 
without  waiting  for  electric  train  oper- 
ation. 

Two  of  the  electric  substations  will 
be  fully  automatic,  one  containing  a 
1,000-kw.  synchronous  converter  and 
the  other,  two  synchronous  converters 
of  the  same  size.  The  third  substation 
will  be  of  the  portable  type,  carrying  a 
1,000-kw.  manually-controlled  converter. 
Power  will  be  purchased  from  local 
power  companies  and  distribution  will 
be  made  over  a  600-volt  catenary  line. 
Simple,  direct  suspension  will  be  used 


Exhibitograph  No.  9 

EXTRA! 

Space  for  A.E.R.A.  Show 
Assigned 

The  goal  set  by  the  Exhibit  Com- 
mittee has  been  reached. 

At  its  meeting  on  May  16  the 
committee  assigned  99,170  sq.ft. 
space  to  175  exhibitors. 

With  jour  months  still  to  go  and 
with  new  applications  arriving  all 
summer,  the  exhibit  feature  of  the 
convention  promises  to  be 

BIGGER  AND  BETTER 

than  ever  before. 

There  is  stiU  desirable  space 
available.  If  you  wish  to  show  this 
year,  Mr.  Manufacturer,  don't  de- 
lay your  application.  Get  in  touch 
with  A.E.R.A.  Headquarters,  292 
Madiwn  Avenue,  New  York  City. 


in  the  yards  and  sidings.  Under  the 
direction  of  the  engineering  and  man- 
agement organization  of  Hemple  & 
Wells,  numerous  other  improvements 
will  be  made,  including  the  remodeling 
of  the  stations  and  the  modernization  of 

all  equipment. 

» 

Largest  Portable  Substation 
for  Brazil 

Designs  have  been  completed  on  the 
world's  largest  portable  railway  substa- 
tion, which  is  being  constructed  by  the 
Westinghouse  Electric  and  Manufac- 
turing Company  for  the  Paulista  Rail- 
road, Brazil.  This  station  will  be  used 
on  the  150-mile  electrified  line  between 
Jundiahy  and  Rancao.  When  completed, 
the  station  will  include  two  cars  with  a 
total  weight  of  approximately  150  tons 
and  its  capacity  will  be  2,000  kw.  It  will 
draw  power  at  88,000  volts  from  a  trans- 
mission line  and  will  supply  3,000  volts 
direct  current  to  the  trolley  wire. 


New  Equipment  for  Indianapolis 
8C  Cincinnati  Traction 

Reorganization  plans  providing  for 
the  separation  of  the  Indianapolis  & 
Cincinnati  Traction  Company  into  two 
corporations,  one  devoted  to  transpor- 
tation and  the  other  to  light  and  power 
distribution,  have  been  announced  by 
Charles  T.  DeHore,  Cincinnati,  and 
Teroy  E.  Eastman,  Toledo,  who  bought 
the  property  at  receiver's  sale  in  Rush- 
ville. 

The  .Shelbyville-Greensburg  and  the 
Rushville-Connersville  lines  will  be 
known  as  the  Indianapolis  &  Southeast- 
ern Railway,  while  the  light  and  power 
business  will  be  incorporated  as  the 
.Southeastern  Indiana  Power  Company. 

The  new  operators  plan  an  outlay  of 
$250,000  for  freight  cars,  station  facil- 
ities, motor  stock  cars,  stock  pens,  im- 
provement of  high-tension  lines  and  ex- 
tension of  light  and  power  business. 
Twelve  freight  trailers  will  be  purchased 
in  addition  to  a  like  number  now  in 
operation,  and  freight  motors  will  be 
increased  from  four  to  six. 


Good  Year  for  Westinghouse— 
Bookings  Off  Slightly 

The  Westinghouse  Electric  &  Manu- 
facturing Company,  Pittsburgh,  Pa.,  re- 
ports for  the  year  ended  March  31,  1928, 
consolidated  net  income  of  $15,639,172 
after  depreciation,  taxes  and  interest, 
equivalent  to  $6.59  a  share  on  the  2,370,- 
063  combined  preferred  and  common 
shares  ($50  par).  This  compares  with 
$16,138,441,  or  $6.81  a  share  on  the 
combined  preferred  and  connnon  shares " 
in  the  preceding  fiscal  year.  The  re- 
duced volume  of  new  business  offering  j 
during  the  year,  as  compared  with  the  I 


Mav  19, 1928 


ELECTRIC  RAILWAY  JOURNAL 


843 


preceding  year,  and  reduced  sales  prices 
for  many  products,  are  reflected  in  the 
reduction  in  sales  billed.  These  two 
factors  contributed  to  reduce  the  net 
manufacturing  profit  for  the  year.  The 
value  of  unfilled  orders  at  the  close  of 
the  vear,  after  adjustments,  was  $47,- 
742,204  compared  with  $55,298,890  at 
the  close  of  the  preceding  year.  Dur- 
ing the  year  inventories  were  reduced 
$11,072,535.  Expenditures  for  new 
plants  and  for  additions  and  extensions 
to  existing  plants  during  the  past  six 
years  aggregate  $39,715,000. 

The  consolidated  income  account  of 
the  company  and  proprietary  companies 
compares  as  follows : 


1928  1927 

SalesHlled $175,456,815  $185,543,087 

»Co8tof  sales 161,347,357     169,764,086 


Two  Cars  for  Fitchburg  &  Leominster 


Net  manufacturing  profit    $14,109,459    $15,779,001 
Otherincome 3,031,704        2,585,614 


Groaa  income $17,141,163    $18,364,615 

Interest  charges 1,501,991         2,226,174 


Netinoome $15,639,172    $16,138,441 

Preferred  dividends 319,896  319,896 

Common  dividends 9,156,152        9,156,952 


Surplu* $6,163,124      $6,662,588 

Previous  surplus $54,161,834      51,715,396 


Total  surplus $60,324,958    $58,377,985 

Miscellaneous  credits 

Additional    reserves    for 

federal  tax,  1917-21 

Pittsburgh  Meter  surplus. 

May  19,  1926 786,247 

tPremiums  and  discounts 2,787,786 

Aliscellaneous  debits 642,118 

tReserve  for  possible  ad- 

iuatment,  book  value.. .         1,770,975  

Patents,    charters,    frun- 

chises,  etc., written  down 

to  nominal  value 4,621,784   

Add    balance    of    reserve 

fireviously  appropriated 
or  federal  tax  not  re- 
quired          3,000,000 


Finalsurplus $56,932,198     $54,161,834 

♦Factory  cost,  including  depreciation  of  property 
and  plant  and  all  distribution?,  administration  and 
general  expenses  and  taxes. 

tin  connection  with  redemption  of  7  per  cent  and 
6  per  cent  bonds  of  Westinghouse  Machine  Company 
and  issue  of  new  5  per  cent  bonds. 

JOf  investments  in  affiliated  companies,  for  pen- 
sions, and  for  notes  and  accounts  receivable  and  mis- 
cellaneous charges,  less  profit  realized  on  the  same 
of  certain  investments. 


Standard  Coal  Contract  Perfected 

As  a  result  of  a  recent  joint  meeting 
of  representatives  of  the  National  Asso- 
ciation of  Purchasing  Agents  and  the 
National  Coal  Association,  buyers  and 
sellers  of  coal  will  shortly  be  able  to 
use  a  standard  contract  form  that  should 
prove  mutually  satisfactory.  The  new 
form  is  a  revision  of  the  standard  coal 
contract  form  developed  by  the  National 
Association  of  Purchasing  Agents  and 
which  had  been  in  use  for  some  time. 


Recently  two  interurban,  one-man, 
two-man  cars  were  delivered  to  the 
Fitchburg  &  Leominster  Street  Railway, 
Fitchburg^  Mass.,  from  the  Wason 
Manufacturing  Company,  Springfield, 
Mass.  These  cars  are  duplicates  of  the 
four  furnished  by  the  same  company  in 


April,  1927.  The  length  of  the  cars  is 
36  ft.  10  in.  and  the  width  is  8  ft.  2A  in. 
They  are  of  the  semi -steel  construction 
with  arch  roofs  and  end  doors.  There 
are  seats  for  44  passengers  in  each  car. 
Complete  specifications  are  given  in  the 
table  below. 


Truscon  Buys  Hydraulic 

Pressed  Steel 

Hydraulic  Pressed  Steel  Company, 
Cleveland,  Ohio,  has  been  purchased  by 
the  Truscon  Steel  Company,  Youngs- 
town,  Ohio,  and  will  be  operated  as  its 
pressed  steel  division.  The  entire  plant 
is  being  completely  modernized,  giving 
the  Truscon  Steel  Company  one  of  the 
largest  capacities  for  furnishing  pressed 
and  deep  drawn  steel  of  every  descrip- 
tion. Full  productive  capacity  will  be 
available  shortly. 


One  of  the  Fitchburg  8C  Leominster  Street  Railway  cars  recently  completed 
by    Wason    Manufacturing    Company 


Floor  plan  of  Fitchburg  SL  Leominster  cars 


Type  of  unit.  .One-man,  two-man;  motor;  passenger; 
interurban;  double  end;  double  truck 

Number  of  seats 44 

Builder  of  car  body Wason  Mfg.  Co., 

Springfield,  Mass. 

Date  of  order 1 2-27 

Date  of  delivery 3-28 

Bolster  centers 1 7  ft.  8  in. 

Length  over  all 36  ft.  10  in. 

Length  over  body  posts 27  ft.    Oin. 

Truck  wheelbase 5ft.    4in. 

Width  over  all 8  ft.  2  A  in. 

Window  post  spacing 28|  in. 

Body Semi-steel 

Roof Arch,  canvas-covered 

Doors End,  folding,  hand  operated 

Air  brakes General  Electric 

Axles A.E.R.E..\.  standard 

Car  signal  system Faraday    high  voltage 

Compressors CP-27-B 

Conduit Flexible  metal 

Control K-35-KK,  double  end 

Couplers Metropolitan 

Curtain  Fixtures Curtain  Supply  Co. 

Curtain  material Double-faced  Fabrikoid 


Destination  signs Hunter  illuminated 

Fare  boxes Railway's  standard 

Floor  covering Wood  mat 

Glass DTA 

Hand  brakes Peacock 

Hand  straps BuflFalo  light  metal 

Heaters Gold  Car  Heating  &  Lighting  Co. 

Headlights Golden  Glow  RM-96 

Headlining J-io.  Agasote 

Interior  trim Statuary  bron>« 

.lournal  bearings Plain 

Journal  boxes Brill 

Lamp  fixtures Electric  Ser^^ce  Supplies  Co. 

Motors Four  GE-265A,  inside  hung 

Registers Railway's  standard 

Sash  fixtures J.  L.  Howard 

Seats Brill  201-B  reversible 

Seat  spacing 2  ft.  4}  in. 

Seating  material Genuine  brown  Spanish  leather 

Steps Folding 

Step  treads Kass  safety 

Trolley  catchers Ohio  Braes 

Trolley  base US-20 

Trucks Brill    177-EI-X 

Ventilators Brill  exhaust 

WTieels Rolled  steel.  27  in.  diameter 


ROLLING  STOCK 


Detroit  Department  of  Street 
Railways,  Detroit,  Mich.,  has  received 
one  urban  Twin  Coach. 

Washington  Railway  &  Electric 
Company,  Washington,  D.  C,  has  ob- 
tained permission  from  the  Utility  Com- 
mission of  the  District  of  Columbia  to 
purchase  five  new  X  type  motor  buses 
from  the  Yellow  Coach  Manufacturing 
Company. 


Lincoln  Traction  Company,  a  sub- 
sidiary of  the  Lincoln  Gas  &  Electric 
Light  Company,  Lincoln,  Neb.,  has 
accepted  delivery  of  three  Mack  four- 
cylinder  city  type  buses  of  29-passenger 
capacity. 

Community  Traction  Company, 
Toledo,  Ohio,  is  submitting  to  the  City 
Council  on  May  21,  a  plan  which  will 
permit  the  company  to  purchase  100  to 
125  additional  motor  coaches.  If  the 
plan  is  approved  it  will  also  give  the 
company  a  practical  monopoly  of  both 
bus  and  street  railway  service, 


844 


i 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  N 0.20 


Chicago  &  Joliet  Electric  Rail- 
way, Joliet,  111.,  has  added  a  Mack 
four-cylinder  25-passenger  city  type  bus 
to  its  fleet. 

Pittsburgh  Motor  Coach  Company, 
Pittsburgh,  Pa.,  has  received  seven  sub- 
urban express  model  Twin  Coaches. 

Los  Angeles  Railway,  Los  Angeles, 
Cal.,  has  received  four  mechanical  drive 
urban  coaches  and  one  parlor  coach 
from  the  Twin  Coach  Corporation. 

Springfield  Street  Railway, 
Springfield,  Mass.,  has  ordered  six  new 
Yellow  buses,  33-passenger  capacity,  to 
be  used  on  the  Springfield-Palmer  line 
and  on  the  Bircham  Bend  line.  The 
trolley  service  on  these  two  lines  will 
be  abandoned  just  as  soon  as  the  new 
buses  are  delivered. 

Lehigh  Valley  Transit  Company, 
AUentown,  Pa.,  has  received  one  Mack 
six-cylinder  29-passenger  bus  equipped 
with  a  special  body. 

Seattle  Municipal  Street  Rail- 
way, Seattle,  Wash.,  has  ordered  five 
Mack,  29-passenger  buses  and  seven 
Studebaker,  21-passenger  buses. 

TRACK  AND  LINE 

Spokane  United  Railways.  Spokane, 
Wash.,  will  rebuild  1,000  ft.  of  track  on 
East  Third  Street  for  the  East  Fifth 
Street  line.  The  north  end  of  the  Astor 
line  will  also  be  replaced.  The  railway 
has  under  consideration  the  proposed 
paving  of  Seventeenth  Street,  Rockwood 
to  Ray,  where  its  Lincoln  Park  line  is 
aflfected.  The  company  is  still  obtain- 
ing estimates  jof  cost  to  see  if  the  job 
can  be  included  in  this  year's  work. 

Oregon  Electric  Railway,  Port- 
land, Ore.,  will  soon  take  bids  to  build 
68i  miles  of  track  between  Albany  and 
Milwaukee,  Ore.,  at  an  approximate 
cost  of  $1,000,000. 

,  Reading  Transit  Company,  Read- 
ing, Pa.,  is  completely  rebuilding  1,350 
ft.  of  double  track  on  Carsonia  Avenue 
in  the  borough  of  Mount  Penn.  Aside 
from  the  installation  of  new  rails  and 
ties,  the  poles  will  be  moved  from  the 
center  of  the  avenue  to  the  curb  and  the 
entire  street  area  will  be  covered  with  a 
bituminous-bound  macadam. 


SHOPS  AND  BUILDINGS 

Columbus  Electric  &  Power  Com- 
pany, Columbus,  Ga.,  plans  a  40,000-hp. 
hydro-electric  project  on  the  Chatta- 
hoochee River.  The  cost  will  be 
$700,000. 

Boston  Elevated  Railway,  Boston, 
Mass.,  plans  a  substation  on  Warren 
Street  to  cost  approximately  $40,000. 

Boston  &  Maine  Railroad,  Boston, 
Mass.,  will  make  improvements  in  its 
car  repair  shops  at  Keene,  N.  H.,  to 
cost  about  $175,000. 

Wisconsin  Power  &  Light  Com- 
pany, .Madison,  Wis.,  plans  a  power 
plant  to  cost  $250,000. 


ELECTRIC  RAILWAY  MATERIAL  PRICES— MAY  15,  1928 


Metals — New  York 

Copper,  electrolytic,  cents  per  lb 14.  1625 

Lead,  cents  per  lb 6.  10 

Nickel,  cents  per  lb 35.00 

Zinc,  cents  per  lb 6 .  40 

fin,  rt^raits,  cents  perlb 52.625 

Aluminum,  98  or  99  per  cent,  cents  per  lb . .  23 .  90 
Babbitt  metal,  warebuuse,  cents  per  lb.; 

Commercial  grade 53 .  00 

General  service 3 1 .  50 

Bituminous  Coal 

Smokeless  Mine  Run,  f.o.b.  vessel,  Hampton 

Roads,  gross  tons 4 . 1  75 

Somerset  mine  run,  f.o.b.  mines,  net  tons..  I  -875 

Pittsburgh  mine  run,  Pittsburgh,  net  tons . .  1.825 

Franklin,  111.,  screenings,  Chicago 1 .  65 

Central,  111.,  screenings,  Chicago 1 .  575 

Kansas  screenings,  Kansas  City 2.  50 

Track    Materials — Pittsburgh 

Standard  steel  rails,  gross  ton $43.00 

Railroad  spikes,  drive,   A  in.  and  larger, 

oentsperlb 2.80 

Tie  plates  (flat  type) ,  cents  per  lb 2.  15 

Angle  bars,  cents  perlb 2.75 

Rail  bolts  and  nuts,  oentsperlb 3.  90 

Steel  bars,  cents  per  lb 1 .  875 

Ties,  white  oak,  Chicago,  6in.x8in.x8ft $1.  10 

Hardware — Pittsburgh 

Wire  nails,  base  per  keg 2.  65 

Sheet  iron  (24  gage),  cents  per  lb 2.825 

Sheet  iron,  galvanized  (24  gage) ,  cents  per  lb.  3.625 

Galvanized  barbed  wire,  cents  perlb 3.  35 

Galvanized  wire,  ordinary,  cents  per  lb 3.  10 


Waste— New  York 


16-20 


Waste,  wool,  cents  per  lb 

Waste,  cotton  (100  lb.  bale),  cents  per  lb. 

White 16-19.50 

Colored 11-16 


Paints,  Putty  and  Glass — New  York 

Tj'nseed  oil  (5  bbl.  lots) ,  cents  per  lb 10.7 

White  lead  in  oil  (100  lb.  keg),  cents  perlb.  13.75 

Turpentine  (bbl.  lots),  per  gal $0,575 

Putty,  lOOIb.  tins,  cents  per  lb 5.50 

Wire — New  York 

Copper  wire,  cents  per  lb 16. 125 

Rubber-covered  wire,  No.  14,  per  l,000ft. .       5.40 
Weatherproof  wire  base,  cents  perlb 16.75 

Paving  Materials 

Paving  stone,  granite,  5  in.,  f.o.b. 

New  York — Grade  1 ,  per  tlmuaand $  1 50 

Wood  block  paving  3J.    16  lb.  treatment, 

N.  Y.,persq.yd.,  f.o.b $2.70 

Paving  brick  3ix8Jx4,  N,  Y.,  per  1,000  in 

carload  lots,  f.o.b 51   00 

Paving  brick  3x84x4,  N.  Y.,  per  1,000  in 

carload  lots,  f.o.b 45.00 

Crushed  stone.  1-in.,  carload  lots,  N.  Y., 

percu.yd.,  delivered 3.375 

Cement,   Chicago   consumers'   net  prices, 

withoutbags,  f.o.b 2.05 

Gravel,  }-in.,cu.yd.,  delivered 3.375 

Sand, ou. yd.,  delivered .125 

Old  Metals — New  York  and  Chicago 


Heavy  copper,  cents  perl  b 

Light  copper,  cents  perlb 

Heavy  yellow  brass,  cents  perlb. 

Zinc,  old  scrap,  oentsperlb 

Lead,  cents  perlb.  (heavy) . 


11.875 
10.375 
7.125 
3.25 
4.875 

Steel  car  axles,  Chicago,  net  ton $16.25 

Cast  iron  car  wheels,  Chicago,  gross  ton. ...        13  75 

Rails  (short) ,  Chicago,  gross  ton 15.25 

Rails  (relaying),  Chicago,  gross  ton  (65  lb. 

and  heavier) 27.  50 

Machine  turnings,  Chicago,  gross  ton 7.25 


TRADE  NOTES 

National  Bronze  Company,  Mon- 
treal, Canada,  has  been  purchased  out- 
right by  the  Robert  Mitchell  Company, 
Montreal.  The  purchase  involves  no 
new  financing  for  the  Robert  Mitchell 
Company. 

Haskelite  Manufacturing  Corpo- 
ration, recently  moved  to  larger  quar- 
ters at  120  South  LaSalle  Street,  Chi- 
cago, 111.  Its  new  offices  are  now  on 
the  same  floor  as  the  Vitrolite  Company, 
and  other  Meyercord  interests. 

Western  Red  Cedar  Association, 
Minneapolis,  Minn.,  has  appointed  John 
P.  Wentling  director  of  its  research 
division.  His  wide  experience  and  ex- 
tensive training  will  be  available  to  all 
users  of  wood  poles.  As  incoming 
director  of  the  research  division,  he 
urges  pole  users  to  avail  themselves  of 
the  services  of  this  division  in  helping 
to  work  out  any  of  their  pole  problems. 

Celoron  Company,  Bridgeport,  Pa., 
announces  the  appointment  of  R.  W. 
Wales  as  factory  representative  on 
molding  powders  and  resins. 

Linde  Air  Products  Company,  New 
York,  N.  Y.,  has  opened  a  district  sales 
office  at  48  West  McLemore  Avenue  in 
Memphis,  Tenn.  H.  N.  Smith  will  be 
district  manager  in  charge. 

National  Industrial  Advertisers' 
Association  will  hold  its  annual  con- 
ference at  the  Hotel  Chase,  St.  Louis, 
Mo.,  on  June  11,  12  and  13. 

Anchor  Post  Fence  Company,  Bal- 
timore, Md.,  has  elected  W.  F.  Brannon 
president,  succeeding  the  late  Herbert 
G.  Thomson. 


General  Electric  Company,  Sche- 
nectady, N.  Y.,  has  elected  as  a  director 
Henry  C.  McEldowney,  president  of  the 
Union  Savings  Bank  and  the  Union 
Trust  Company,  Pittsburgh,  Pa. 

International  General  Electric 
Company  has  elected  as  vice-presidents, 
R.  Arthur  Baldwin,  European  manager, 
and  Otto  Pruessman,  vice-president  of 
the  Tokio  Electric  Company,  Tokio, 
Japan. 


ADVERTISING  LITERATURE 

Westinghouse  Electric  &  Manu- 
facturing Company  has  issued  a  folder 
on  the  subject  "A  'Tool'  of  Modern 
Railroad  Efficiency,"  which  elaborates 
on  the  advantages  of  gas-electric  car 
equipment  and  goes  into  considerable 
detail  on  the  latest  achievement  in  tlii.s 
field — the  Westinghouse  torque  governor 
control  which  is  a  successful  means  for 
utilizing  the  full  power  of  the  engine  at 
all  speeds.  Complete  details  on  this  mav 
be  found  in  D.M.F.-5073. 

Trico  Fuse  Manufacturing  Com- 
pany, Milwaukee,  Wis.,  has  announced 
bulleun  206-B  G2.scribing  Trico  powder- 
packed  renewable  fuses.  It  contains 
data  and  tests  on  overload  time-lag  and 
watt-lo's  saving. 

Martindale  Electric  Company. 
Cleveland,  Ohio,  has  issued  a  folder 
announcing  a  27  per  cent  average  price- 
reduction  on  commutator  .stones. 

Ohio  Brass  Company,  Mansfield 
Ohio,  has  published  a  33-page  suppir 
ment  Number  1  to  catalog  Number  2" 
It  includes  the  listings  of  all  new  O-l'. 
devices  brought  out  since  the  issuing  of 
Catalog  20. 


May  19, 1928 


ELECTRIC  RAILWAY  JOURNAL 


23 


When  the  Fire  Truck 
Swings  ^round  the  corner 

that's  a  time  your 


motorman  needs  a 


f  PEACOCK  Staffless  Brake 


The 
Peacock 
Staffless 


Who-oo-oo  !  Up  and  down  the  scale  a  siren  wails — people 
scurry  right  and  left — autos  crowd  out  the  way — and  the  fire 
truck  whirls  around  the  corner. 

Your  car  is  on  a  slight  grade — there  is  considerable  slack  in 
your  air  brake  rigging — perhaps  the  power  is  off.      What 
'then?     It's  a  tense  situation. 

If  your  motorman  has  a  Peacock  Staffless  he  can  set  his  brakes, 
even  if  the  shoes  are  well  worn  and  there  is  unusual  slack  to 
be  taken  up,  for  a  Peacock  Staffless  has  a  winding  capacity 
of  12  feet  of  chain.  It  has  three  times  the  braking  capacity 
of  the  ordinary  hand  brake.     It  can  be  relied  on  in  emergency. 

The  Peacock  Staffless  is  standard  equipment  on  practically  all 
modern  cars.  Is  it  on  yours?  Remember  installation  and 
maintenance  costs  are  small. 

National  Brake  Company,  Inc^ 

890  Ellicott  Square,  Buffalo,  N.  Y. 

Canada: — Lyman  Tube  8C  Supply  Co.,  Ltd.,  Montreal 


fa4 


ELECTRIC  RAILWAY  JOURNAL 


May^  19;  1928 


Outline  route  map  of  Public  Service  Coordinated  Transport,  serving 
more  than  230  communities  in  New  Jersey;  photographic  inset  of  Qood- 
year  Pneumatic  Cord  Bus  Tire,  exclusive  tire  equipment  on  this  Conv 
pany's  fleet  of  more  than  1400  buses. 


\ 


G##ffi 


Copirrigbt  1828,  by  Tlig  Oowlyear  Tiro  &  Bubb«r  Co.,  lac. 


May  19, 1928 


ELECTRIC  RAILWAY  JOURNAL 


25 


FOUR  MILLION  MILE 

th 


PUBLIC  SERVICE 


One  of  the  largest  utility  enterprises  in 
America  is  the  Public  Service  group 
operating  in  New  Jersey. 

It  provides  electricity  for  650,000 
users  in  207  municipalities,  and  gas 
to  about  700,000  users.  It  operates 
street  cars,  ferries,  and  buses. 

Buses  operated  by  Public  Service  Co- 
ordinated Transport  are  equipped 
100%  with  Goodyear  Pneumatic  Cord 
Bus  Tires. 

*       *       * 

Public  Service  Coordinated  Transport 
has  been  using  Goodyear  Tires  for 
nearly  four  years  now. 

Its  more  than  1400  buses  average  more 
than  4,000,000  bus  tire  miles  per 
month  on  Goodyear  Tires. 

"With  extremely  satisfactory  results," 
says  the  latest  report  on  this  Good- 
year Bus  Tire  installation. 


Qoodyear  tires  are  extremely  satis' 
factory  for  safety — because  Goodyear 
Bus  Tires  have  the  All -Weather 
Tread,  the  deep-cut,  sharp-edged, 
diamond-shaped  blocks  that  grip  fast 
and  hold  hard  on  wet,  slimy,  slippery 


pavements,  resisting  side-slip  and 
skidding. 

Extremely  satisfactory  for  traction  — 
because  the  All- Weather  Tread  takes 
hold  in  any  going,  carrying  forward 
full  distance  at  every  turn  of  the  wheel. 

Extremely  satisfactory  for  wear  —  be- 
cause of  the  tough,  slow-wearing 
Goodyear  compound  in  the  tread  and 
sidewalls  and  SUPERTWIST  cord 
fabric  in  the  casing  —  that  extra- 
durable,  extra-elastic  material  discov- 
ered and  developed  by  Goodyear  for 
Goodyear  Pneumatic  Cord  Tires. 


Extremely  satisfactory  for  economy,  too, 
because  Goodyear  Bus  Tires,  made  of 
SUPERTWIST  and  made  with  the  AU- 
Weather  Tread,  give  maximum  safety, 
traction,  and  cushioning  qualities  over 
a  long,  long  mileage  of  dependable, 
trouble-free,  uninterrupted  revenue 
miles. 

Because  Goodyear  Pneumatic  Cord 
Bus  Tires  give  this  economical,  effi- 
cient performance  in  every  motorbus 
service,  you,  too,  should  equip  100% 
with  Goodyear. 


For  every  Goodyear  Cord  Bus  Tire  there  is  an  equally  fine 
Qoodyear  Tube,  huilt  especially  to  the  needs  of  bus  service 


26 


ELECTRIC  RAILWAY  JOURNAL 


May  19, 1928 


tut 

the  battery  job 

up  to 

WILLARDS 


HMSOl 


KlL \^ 


Extra  strength  in  every  part — accurate  work- 
manship— careful  testing  of  every  bit  of 
material — the  experience  of  25  years  of  bat- 
tery building — these  are  features  that  fit  the 
Willard  for  the  hard  job  of  bus  service. 


There  are  no  easy  days — no  easy 
miles — in  the  life  of  the  bus  bat- 
tery. Here's  a  job  that  needs 
weight,  reliability,  long  life — the 
qualities  you  get  in  the  Willard 
Threaded  Rubber  Battery. 

With  its  heavy  plates  and  long- 
lived  Threaded  Rubber  Insula 
tion,  this  battery  has  built  i 
world-wide  reputation  for  bring 
ing  every  bus  in  on  time — every 
trip,  and  for  saving  money  both 
by  the  month  and  by  the  mile. 


May  19,  1928 


ELECTRIC  RAILWAY  JOURNAL 


27 


B4SSENGER  f^OMFORT 

toohhem 


HEY  say  that  a  story 
in  pictures  leaves  noth- 
ing untold. 

Then  glance  at  these 
photographs  of  one  of 
the  buses  operated  out 
of  Muskogee,  Okla- 
homa, by  Wardway, 
Inc. 


A  Bender  Body,  of  course.  Seats  31  pas- 
sengers. Note  the  folding  aisle  seats.  And 
every  seat  comfortable  as  a  Morris  chair. 
We  make  them  ourselves.  No  cramped  posi- 
tions. No  uneasy  shifting  about  for  com- 
fortable sitting  posture.  Full  observation 
bay  in  rear.     Unusual  amount  of  baggage 


loading  space.  Easy  to  put  baggage  away. 
Easy  to  get  it  down. 

Note  the  card  and  reading  tables  provided 
in  rear.  Complete  lavatory.  Ice  cold  water 
installation.  Even  refrigerator  and  buffet 
equipment  for  serving  hot  or  cold  sandwiches 
and  drinks! 

Does  a  bus  body  like  this  mean  more  new 
passengers?  A  more  friendly  feeling  with 
steady  ones?  More  of  that  intangible  thing 
they  call  good  will?  _ 

Ask  Wardway,  Inc. 

Standard  bodies  and  special  bodies 
built  to  specifications.  We  shall  gladly 
send  our  representative  to  discuss 
your  needs  and  then  design  and  build 
exactly  to  your  order. 


THE  BENDER  BODY  COMPANY 


W.  62nd  and  Denison 


Cleveland,  Ohio 


BENDErBODIES 


28 


ELECTRIC  RAILWAY  JOURNAL 


May  19,1928 


Easy  chair  luxury  that  invites 
new  passengers  to  the  E  W  &  L  line 


old  cars  made  new  by  H  &  K  Seats! 


'•'TpHE  greatest  innovations,"  says  an  Elmira  news- 
A.  paper,  speaking  of  the  car  remodelling  of  the 
Elmira  Water,  Light  and  Railroad  Company  line, 
"are  the  leather  seats  with  spring  cushions  which  elimi- 
nate much  of  the  jar,  and  the  battleship  linoleum  on 
the  floor — " 

The  new  seats  are  Hale  &  Kilburn  Walkover  design 
No.  392  with  leather  upholstery,  divided  concave  spring 
edge  backs  and  deep  double  deck  spring  edge  cushion. 


With  seats  such  as  these  and  a  few  inexpensive  minor 
changes — linoleum  perhaps  and  a  little  fresh  paint  here 
and  there — you  can  create  an  entirely  new  up-to-date 
car  out  of  an  old  one — new  comfort,  new  luxury,  new 
atmosphere,  new  passenger-creating  attractiveness. 

Do  you  require  new  cars?  Why  not  make  new  cars 
out  of  your  old  ones — with  H  &  K  Seats?  Worth  your 
while  to  send  for  the  latest  H  &  K  catalog  describing 
every  type  of  up-to-date  seat  best  suited  to  meet  your 
remodelling  needs. 


HALE  8C  KILBURN  COMPANY 

General  Office t  and  Works:    1800  Lehigh  Avenue,  Philadelphia 

SALES  OFFICES: 

Hale  &  Kllbura  Co.  Orljibar  Bide.  New  York  T.  C.  Coleman  A  8oni,  Stariis  BIdl.,  Louisville 

Hale  &  Ktlbum  Co.,  McCorrolck  Bids..   Chicago  W.  L.  JeflTerlM,  Jr.,   Mutual   Bldg..    Richmond 

E.  A.  Thornwall,  Candler  Bldi.,  Atlanta  W.  D.  Jenklni,  PraeUirlan  Bldt,  DaUai,  Tnai 

Frank  r.  Bodler,  903    Monadnock    Bide.,  San  Francisco  H.  M.  Kuler.  46  Front  St.,  Portland,  OroKOn 

O.  B.  WrUbt  Co..  •<  lemperaoce  St.,  Toronto,   Ont, 


In  the  Qftesi 
for  tnore^ 
Permanent 
Track 


':-':--■>$- 


Dayton  Tie  Track  Is 
More  Nearly  Permanent 

For  years  street  railway  engineers 
have  sought  for  more  permanent  track. 

Track  that  would,  through  lasting 
cjuahties,  bring   about   real    economy. 

Engineers  of  over  150  properties 
have  found  Dayton  Tie  Track. 

Dayton  Ties  protect  the  concrete 
in  which  they  are  embedded — the 
combination  lasts  four  or  five  times 
as  long  as  the  usual  track  without 
maintenance 


THE  DAYTON 
MECHANICAL  TIE  CO. 

DAYTON,  OHIO 


J 


May  19,  1928 


ELECTRIC  RAILWAY  JOURNAL 


31 


UNITED       S  TAT  ES       TIRES       ARE       GOOD       TIRES 


The  Union  Pacific  System  equips  its 
Utah  Parks  motorcoach  fleet  with  tires 
which  have  proved  their  ability  to  deliver 
low  cost  mileage  and  to  assure  safety, 
comfort  and  uninterrupted  service  to  its 
patrons— U.  S.  Royal  Cord  ifWotortoacf)  Tires. 

lIS.lote¥^liTires 

No    Better    Tires    Made    Today 


UNITED    STATES 
RUBBER  COMPANY 


Trade 


# 


Mark 


The  motorcoaches  of  the 
Utah  Parks  Company 
carry  thousands  of  tour- 
ists through  the  wonder- 
land of  Zion  National 
Park.  At  the  left  is  shown 
a  view  of  Zion  Canyon, 
one  of  the  most  striking 
beauty  spots  of  America. 


32 


ELECTRIC  RAILWAY  JOURNAL 


May  19, 1928 


FARE 


TOKENS. 


FAIR 


ONSIDER  the  high  quality  of  die-work  in  Scovill 
tokens.    Think  of  the  experience  accumulated  in 

'  over  100  years  of  production  of  fine  coins,  medals 

and  planchets.  Bear  in  mind  that  Siovill's  facilities  for 
volume  output  of  tokens  are  unequaled.  No  wonder 
Scovill  is  known  throughout  the  electrical  railway  field 
as  a  dependable  source  of  supply.  The  brass  and  nickel 
silver  are  fabricated  in  the  Scovill  plant.  The  tools,  dies 
and  special  machinery  are  designed  and  built  within  the 
Scovill  organization.  And  every  manufacturing  process 
is  under  strict  laboratory  control. 


Scx>viil  means  SERVICE  to  all  who  require 
parts  or  finished  products  of  metal.  Great  fac- 
tories equipped  with  the  last  word  in  labora- 
tories, and  modern  machinery  manned  by  skilled 
workmen,  are  at  your  disposal.  'Phone  the  near- 
est Scovill  office. 


MANUFACTURING  COMPANY  -  -  Waterbury,  Connecticut 


-i?        *"  NEW    YORK    —    CHICAGO 


BOSTON    —    SAN    FRANCISCO 
DETROIT   —  PHILADELPHIA   —  LOS    ANGELES  —   ATLANTA 
PROVIDENCE  —  CLEVELAND  —  CINCINNATI 
IN  EUROPE  —  THE  HAGUE,  HOLLAND 


^•mb^r.  Copper  and  BrasM  Rtmmarch  Aamociation 


May  19, 1928 


ELECTRIC  RAILWAY  JOURNAL 


33 


FITZJOHNS 

for  Marinette  Sr'  Menominee 


Illustrated  here  is  a  fleet  of  eight  Fitzjohns 
recently  sold  to  the  Menominee  cind  Marinette 
Light  &?  Traction  Co. 

Fitzjohn  Pay  Enter  Grand  Type  Bodies — 
mounted  on  Reo  GB  chassis. 

They  will  operate  between  Menominee,  Mich., 
and  Marinette,  Wis.  Winters  are  severe, 
weather  is  trying,  roads  become  heavy.  Body 
as  well  as  chassis  endurance  is  essential. 

Fitzjohn  Bodies  were  selected  after  exhaustive 
investigation  by  the  operator. 

Fitzjohn  Bodies  Are  Quality  Jobs. 


FITZJOHN  Manufacturing  Company 


Exclusive  Bus  Body  Builders 
MUSKEGON,  MICHIGAN 


34 


ELECTRIC  RAILWAY  JOURNAL 


May  19, 1928 


gasoline  can 
contribute 


Power  of  the  kind  that  sends  a  loaded  bus  rush- 
ing up  formidable  hills  .  .  .  pep  of  the  sort  that 
makes  possible  the  speed  for  maintaining  schedules 
.  .  .  acceleration  that  fairly  leaps,  yet  gathers  speed 
with  the  smoothness  of  a  well  oiled  bearing — these 
are  the  things  which  Red  Grown  Gasoline  helps 
your  bus  motor  to  achieve. 

Red  Crown  Gasoline 

is  essentially  a  Power -Mileage  gasoline — refined 
expressly  for  use  in  the  modern  internal  combus- 
tion engine.  The  test  of  day-by-day  operation  proves 
it  to  be  the  most  efficient  and  economical  motor  fuel 
for  buses.  And  whether  the  tanks  are  filled  in 
Indiana  or  Kansas,  North  Dakota  or  Illinois,  the 
quality  of  Red  Grown  Gasoline  is  always  uniform. 

Let  Red  Grown  prove  these  claims.  Try  it  in  one 
of  your  buses.  Gompare  its  performance  and  econ- 
omy with  the  fuel  you  are  now  using. 

STANDARD  OIL  COMPANY 


(INDIANA) 

General  Offices:  910  S.  Michigan  Ave. 

Chicago,  Illinois 

ILLINOIS 

IXniANA 

S.    DAKOTA 

MICHIGAN 

MISSOURI 

Chicuo 

Evansville 

Huron 

Delron 

St.  LouH 

Decatur 

Indianapolis 

IOWA 

Grand  Rapidl 

Kansas  OICj 

Jollet 

South  Bend 

Davenport 

Sasinaw 

St.  Joseph 

Peori* 

N.    DAKOTA 

Dea  Moines 

WISCONSIN 

MINNESOTA 

OtiincT 

Fargo 

Mason  Citj 

La  CroBse 

Dulutta 

KANSAS 

Mioot 

Sioux  Clt; 

Milwauliee 

Mankato 

Wichiu 

Green  Bay 

Minneapolis 

e* 


s9 


May  19, 1928 


ELECTRIC  RAILWAY  JOURNAL 


35 


(Dj^VERY  Operator  is  interested  in  solving  his  particular 
^>-^  tire  problem.  No  matter  how  tough  the  job  is, 
General  tackles  it  with  the  experience  gained  in  supply- 
ing the  big  share  of  the  truck  and  bus  tire  market.  -^  ^ 
This  factory  experience  is  available  through  the  General 
dealer  who  knows  how  to  properly  fit  the  tire  to  the  job. 
The  result  is  always  the  greatest  uninterrupted  mileage. 

THE    GENERAL   TIRE    AND    RUBBER    COMPANY,    AKRON,    OHIO 


The  Mark 
of  Leading 
Tire  Stores 
Everywhere 


The 

Heavy  Express 

Special 

Specially  built  to  stand  up 
under  the  load  at  express 
speed,  the  Heavy  Express 
Special  carries  through  on 
any  job.  Operators  every- 
where are  swinging  to  it. 


GEMERAL 


— goes  a  long  way  to  make  friends 


36 


ELECTRIC  RAILWAY  JOURNAL 


May  19, 1928 


^^S  DO   MAKE  A   D,Fp^^ 


Every  Edwards  Feature  — 
Plus  this  New  Advantage 


Piustrattd  it  a  ntw  alum- 
Inum  tar  •/  tht  Chttagt 
and  Jttitt  Eleciru  Railway 
Ctmfanj  t^ui^ftd  with 
F-dwardl  Mttal  Saih  with 
Rimovablt  irlaxin^  Strict, 
Cummlngi  Car  Mnd  Cuach 
(.*.,  buttdtri. 


On  thousands  of  electric  rail- 
way cars  and  motor  coaches, 
Edwards  Metal  Sash  are  prov- 
ing that  Edwards  Quality  pays. 
The  same  high  quality  is  fully 
maintained  in  this  new  sash — 
Edwards  Metal  Sash  with  Re- 
movable Glazing  Strips. 

But  this  new  advantage  is 
added — with  the  Removable 
Glazing  Strips  reglazing  can  be 
done  in  as  short  a  time  as  two 
and  one-half  minutes — without 
removing  sash  from  the  opening. 

It  takes  only  a  few  seconds 
to  remove  the  glazing  strips. 


Replace  the  glass,  slide  the 
strips  into  place,  and  the  win- 
dow is  ready  for  service. 

No  costly  delays  while  the 
car  or  motor  coach  is  pulled  in- 
to the  shop.  Your  glass  cost 
sheets  will  tell  an  interesting 
story  of  lower  replacement 
costs. 

Detailed  specifications  and 
complete  information  sent  on 
request. 

O.  M.  EDWARDS  CO. 

New  York     Syracuse,  N.  Y.     Chica^:" 

Canadian  Riprtientath-tt: 

I.yinan  Tube  &  Supply  Co.,  Ltd.,  Montreal 

and  Toronto 


k^MiflS 


"Edwards  Metal 


May  19, 1928 


iLEi 


ELECTRIC  RAILWAY  JOURNAL 


38 


ELECTRIC  RAILWAY  JOURNAL 


May  19,1928 


9t^oe,'^  -THjg^  ^K'pf^f^  MAP  •rt\o&f'   HYA-rr  ^asv  fK9)^\^M4<Si 

gj6LAKifsf<iS     PUY     o/s(     TH^     c«Af^    "TH^     ^i-ACK5MlTM     O^ITP 

-rfe    eAf^f^y    MIS   -foot-S    oVjgTK    -To     -rHr"    -ff^AciKS   ArJP    Wof^K 
on/    -THCT    dAK    -^^^f^^^. 


^h^^ 


fur  ^  ^^£r  f^^R  ^^ 


^     O  1928,  Hyatt  Roller  Rcarinfj  Co. 


,rn 


Omooth  rolling  Hyatts  mean  .  .  .  riding  comfort .  .  .  quieter 
running  . . .  easier  starts  . .  .  less  power  . . .  lubricant  economy 
. . .  freedom  from  journal  box  attention.  These  operating  ad- 
vantages . . .  and  contributing  factors  to  public  good  will .  . . 
are  worth  investigating. 

HYATT     ROLLER     BEARING     COMPANY 

Newark  Chicago  Detroit  Pittsburgh  Oakland 

^PRODUCT  OF  GENERAL  MOTORSJ 


lonsider 
these  - 


nosetztng 

zuts  like  solid  wire 


moneysavtng 


acts 


no  waste  from  unstranding 

uniform  lay — easier  to  splice 

lighter  construction^  resists  corrosion 

zqual  distribution  of  load 

Tru'loc  fitting — gives  100%  strength  at  joints 

54(GE  mfmn^  Strand 

werforms  because  it  is  tfTffnrmpd 


a  strand 


that  cuts  like  bar 

Requires  no  seizing — resists  unstranding — does  not 

%ird-cage^^  and  kink 


Page  Preformed  Strand  is  made 
from  preformed  wires — the  first 
basic  improvement  in  100  years  of 
strand  manufacture. 

The  wires  of  Page  Preformed 
Strand  are  laid  in  place  —  not 
twisted.  Because  they  are  not 
twisted  the  wires  are  free  from 
locked  up  stress.  There  is  no  ten- 
dency for  the  wires  to  fly  apart. 
You    can    cut    Page    Preformed 


Strand  like  bar.  No  seizing  is  re- 
quired, there  is  no  wastage  from 
frayed  ends. 

Another  important  thing,  Page 
Preformed  Strand  lies  dead.  It  is 
easy  to  handle.  There  is  no  ten- 
dency for  it  to  "bird-cage"  and 
kink. 

It  will  pay  you  to  investigate. 
The  coupon  brings  sample  and 
bulletin.    Mail  it  today. 


PAGE  STEEL  AND  WIRE  COMPANY 

An  Atsoctate  Company  of  the  American  Chain  Company,  Inc. 
BRIDGEPORT,  CONNECTICUT 

District  Offices :  Chicago,  New  York,   Pittsburgh,  San  Francisco 

Maaufactured  under  license  arrangements  with  the 
American  Cable  Company,  Inc. 


(ft  btttintss 


?age    N 

Steel 
land   Wire 
I  Company 
[Bridgeport, 
[Connecticut 

jentlemen: 

tetter     strand     that 

co8t8   less    interests  me. 

Send  your  bulletin  and  a 
[sample  of  PAGE  PRE 
IFORMED  STRAND. 


PAGE 


Strand 


May  19,  1928 


ELECTRIC  RAILWAY  JOURNAL 


41 


P"^ 


O^Do^D 


r^^M,, 


V4: 


^; 


^M 


s> 


kS 


-\N 


,TVi(rc5u 


'n^ 


^; 


«^? 


A  DEPENDABLE  SUPPLY 
OF  BRAKE  SHOES 

V^ITH  twenty  plants  located 
at  the  large  transportation 
.•O  centers  in  the  United  States  and 

Canada,  the  American  Brake 
Shoe  and  Foundry  Company 
can  deliver  brake  shoes  eco- 
nomically and  conveniently  to 
all  transportation  properties. 
With  this  dependable  supply 
and  vvrith  fewer  shoes  needed 
over  any  given  period  of  time, 
you  can  cut  down  inventory  and 
reduce  your  brake  shoe  costs. 


o- 


.c 


r^ 


.^^. 


'<3r 


^r 


k: 


^^. 

l^^ 


y^^ 


THE  AMERICAN  BRAKE  SHOE 
AND  FOUNDRY  COMPANY  nv 

30  CHURCH  ST., NEW  YORK 
332  Sa MICH.  AVE.,  CHICAGO 


%^ 


'M 


42 


ELECTRIC  RAILWAY  JOURNAL 


May  19,  1928 


First  in  America 
to  malce  carbon  brushes 


So  FAR  as  we  have  been  able  to  ascertain,  the  first  car- 
bon brushes  made  in  America  were  manufactured  in 
the  original  National  Carbon  Company  plant  in 
Cleveland,  in  1887.  For  eleven  years  before  that  date 
the  company  had  been  making  arc  lamp  carbons,  bat- 
tery carbons  and  similar  products.  This  experience 
in  the  handling  of  carbon  was  turned  to  immediate 
advantage  when  the  first  experiment  with  carbon 
brushes  proved  a  startling  success.  Brushes  were 
made  for  the  Thomson-Houston  Co.,  the  Edison 
Company,  General  Electric  Company,  Westing- 
house  Electric  &  Manufacturing  Co.,  Western  Elec- 
tric Co.,  the  American  Engine  Co.,  Eddy  Electric 
Mfg.  Co.,  and  the  Bullock  Electric  Co.,  now  the  Allis- 
Chalmers  Mfg.  Co.  Many  other  companies  that  were 
active  during  the  early  days  of  the  electrical  industry 
were  also  supplied. 

Proud  as  we  are  of  this  record,  we  are  still  prouder 
of  our  present  clientele,  including  as  it  does  the  vast 
majority  of  manufacturers  of  electrical  apparatus, 
and  of  producers  and  users  of  electrical  current. 


NATIONAL     CARBON     COMPANY,     Inc. 

Unit  of  Union  Carbide  \^\t^^  and  Carbon  Corporation 
Carbon  Sales  Division 


Cleveland,  Ohio 


San  Francisco,  Cal. 


CHICAGO,  ILL. 


Branch  Offices  and  Factories 
PITTSBURGH,  PA.  JERSEY  CITY,  N.  J. 


BIRMINGHAM,  ALA. 


May  19,1928 


ELECTRIC  RAILWAY  JOURNAL 


43 


AMCRECO 
-POLES - 


pole. 


mp  dependable 


SALES  OFFICES 

332  So.  Michigan  Ave., 

Chicago 

350  Madison  Ave., 

New  York  City 

401  W.  Main  St., 

Louisville,  Ky. 

Brunswick,  Ga. 

Bogalusa,  La. 


You  can  depend  on  an  Amcreco  creosoted  yellow  pine  pole — 

1.  For  strength. 

Because  of  its  full  size;  the  iiatural  strength  of  pine;  the  careful  selection, 
handling,  storing,  and  inspection  for  soundness  which  these  poles  receive;  and 
the  effective  treatment  which  maintains  their  original  strength  indefinitely. 

2.  For  long  life. 

Because  of  the  careful  selection,  handling,  storing  and  inspection  which  insure 
soundness  and  also  because  of  the  effective  treatment  which  prevents  deteri- 
oration. 

3.  For  economy. 

This  is  the  natural  result  of  the  strength  and  long  life  of  these  poles.  Their 
strength  permits  the  minimum  size  for  a  given  requirement,  their  long  life 
distributes  the  first  cost  over  the  maximum  period  of  service,  and  their  main- 
tained strength  minimizes  maintenance  and  repairs. 

These  statements  are  more  than  mere  sales  claims.  They  are  backed 
by  the  largest  organization  in  the  wood  preserving  industry — one  with 
a  long  record  of  achievement.  When  you  specify  Amcreco  Poles  you  not 
only  get  a  dependable  product — you  have  the  satisfaction  of  dealing  with 
a  dependable  producer. 

AMERICAN  GREOSOTING  COMPANY 


COLONIAL 

CREOSOT/NG 

COMPANY 


7o*Qtr.(p 


i^^jgj^^ 


GEORGIA 

CREOSOTING 

COMPANY  . 


LOUISVI1-1.E 


KENTUCKY 


EBJS-ltOrv 


44 


ELECTRIC  RAILWAY  JOURNAL 


May  19. 1928 


He  is  your  business  partner 

He  considers  first  and  foremost  your  interests. 
He  is  truthful  and  honest  in  his  dealings  with  you- 
He  is  not  provincial,  but  his  experience  is  nation-wide  in  scope. 
He  is  not  opinionated,  but  brings  to  you  unbiased  facts,  news, 
and  repKjrts. 

He  has  a  finger  •n  the  pulse  of  your  trade's  activities.     He  pro- 
mulgates helpful  information. 

He  is  in  close  touch  with  manufacturers,  producers,  distributors 
— those  from  whom  you  buy. 

He  deals  with  none  which  has  a  tendency  to  mislead  or  which 
does  not  conform  to  business  integrity. 

He  is  a  consultant  that  "sits  in"  with  you  regularly.    His  sugges- 
tions are  profitable  to  you. 

He  holds  a  fellowship  in  a  select  association  with  exacting  stand- 
ards of  membership. 

He  has  pledged  himself  to  determine  the  highest  and  largest 
function  of  the  trade  which  he  serves,  and  to  strive  in  every 
legitimate  way  to  promote  that  function. 
HE  IS  THIS  PAPER. 
Your  paper.     A  member  of  the  Associated  Business  Papers,  Inc. 


A 


THE  ASSOCIATED  BUSINESS  PAPERS,  Inc. 
Ezecative  Offices:    220  West  42nd  St.,  New  York,  N.Y. 


B 


R 


TAa  A.BJ'.  comprisea  a  iroup  of  buainosa  papera  thai  reac/ies  54 
fielda  of  trade  and  induatry.  Memberahip  reqtiirea  the  hiiheat 
atandarda  in  every  department  of  publiahini,  circulation,  editorial, 
and  advertiaing. 

TVio  advertisers  in  this  publication  detnonatrate  by  their  preaence 
here  that  they  are  awake  to  modern  methoda  of  aelling  aa  well  aa 
production — methods  that  cut  coata  and  atandardiMe  operationa. 


May  19,  1928 


ELECTRIC  RAILWAY  JOURNAL 


45 


46 


ELECTRIC  RAILWAY  JOURNAL 


May  19, 1928 


Mutual  Service 


¥ 


To  the  manufacturers  and  distributors  of 
America  and  the  street  railway  systems  that 
transport  the  millions  of  America's  potential 
buyers,  Collier  oflfers  a  mutual  service. 

This  service  has  brought  the  street  railway  riders 
in  thousands  of  cities  and  towns  throughout  the 
country  to  look  upon  car  cards  as  extremely  useful 
and  pleasing  features  of  up-to-date  street  car  serv- 
ice. It  has  given  national  and  local  advertisers  a 
medium  thru  which  they  can  get  their  messages  to 
selected  territories  easily,  economically  and  con- 
vincingly. 

Our  business  is  one  of  service — service  to  the  street 
railway  industry,  service  to  America's  national  and 
local  advertisers,  service  to  the  millions  of  people 
who  daily  ride  on  street  cars. 


I M  COR  n^mJ^TVo, 

CANDLER  BUILDING, 
NEW  YORK,  N.  Y. 


May  19,  1928 


ELECTRIC  RAILWAY  JOURNAL 


47 


Reduce  Power  Cost — 
Raise  Voltages  to  Normal 


Type  EAS 


'Types  EAS  rail  bonds  are  brazed  to 
the  rail  using  either  the  portable 
welding  furnace  or  the  bonding  car. 
The  loop  of  these  bonds  may  be 
offset  at  any  angle,  making  the  bond 
suitable  for  application  to  a  wide 
variety  of  rail  joints,  including 
joints  with  heavily  beaded  splice 
bars.  The  Champion  type  is  sup- 
plied with  a  heavy  copper  sheath 
that  grips  the  strands  beyond  the 
zone  of  the  weld.  Either  Champion 
•or  standard  type  are  electrically  efjU- 
<^ent,  "service-proven"  bonds. 


Type 
EAS 


NEW  impetus  has  been  given 
the  electric  railway  industry. 
New  motors,  new  drives,  new 
designs  in  types  of  cars  and  equip- 
ment! 

The  proper  functioning  of  these 
new  motors  and  drives  depends  to 
a  large  extent  on  proper  rail  bond- 
ing.    Just  any  old  bond  won't  do. 

Regardless  of  the  type  of  Erico 
bond,  all  are  noted  for  their  ease 
of  application,  their  tenacious  ad- 
herence to  the  rail,  their  ability  to 
reduce  power  cost  and  raise  vol- 
tages to  normal. 

Normal  voltages  secured  through 
right  rail  bonding  results  in  faster 
schedules,  lower  motor  mainte- 
nance costs  and  increased  revenues. 

That  is  why  it  is  well  worth  while 
for  you  to  investigate  Erico  Rail 
Bonds.     Write  today  for  details. 

THE  ELECTRIC  RAILWAY 
IMPROVEMENT  CO. 

2070  E.  61st  Place 
CLEVELAND,  OHIO 


Type  EASW 


These  bonds  are  applied  with  th€ 
loop  extending  out  perpendicular  to 
the  rail.  The  flexibility  of  this 
bond,  together-  with  the  copper 
sheathed  Champion  terminal,  con- 
tributes greatly  to  the  trouble  free 
service  these  bonds  give.  Like  EAS 
type.  EASW  bonds  are  electrically 
efficient  because  when  applied  each 
has  a  contact  area  eight  times  the 
conductor  area- — -the  ratio  of  con- 
ductivity of  copper  to  steel. 


48 


ELECTRIC  RAILWAY  JOURNAL 


#i 


May  19.  1928 


Cast  steel  frame,  in- 
cluding cross  and  end 
transoms,  a  single 
strong  unit. 
Pedestals  cast  integral 
with  frame.  Remov- 
able hardened  spring 
steel  liners  protect 
them  from  wear. 


This  truck  stands  the  gaff 
of  high-speed  interurhan  service! 

It's  a  Commonwealth  Motor  Truck.  And  the 
long  service  it  gives  at  remarkably  low  mainte- 
nance has  made  it  standard  with  many  of  the 
most  progressive  railways. 


COMMONWEALTH  STEEL  COMPANY 

GRANITE  CITY,  ILL. 


More  Mileage 
er  Motor 


IT 


^x. 


/-- 


V 


V 


INfiS  CVKPVIMTIVN 

Stamf'/t  ■!       —       Connecticut 
(l&i9fnKKUL.JV9U^E.R  ArCD THRUST  BC/IRINq 


.^iS 


e&j 


Max  19,  1928 


ELECTRIC  RAILWAY  JOURNAL 


49 


You  carCt 


go  Wrong: 


I 


Page  doesn't  stop  at  tagging  gas 
welding  wire  and  electrode  bundles — 
in  addition,  every  piece  is  plainly 
stamped.  No  matter  how  much  lots 
may  become  mixed  in  your  shop,  the 
mark  identifies  every  piece. 

You  can  depend  on  the  PAGE  iden- 
tification mark,  too,  for  every  piece  is 
carefully  processed.  And  it  is  shop 
tested  to  assure  proper  working  quali- 
ties "on  the  job." 

Prove  for  yourself  PAGE  has  taken 

the  guess  out  of  gas  welding  wire  and 

electrodes.     Your 

name     and     address  ^A| 

will  bring  a  sample. 

PAGE  STEEL  AND  WIRE  COMPANY 

Bridgeport,  Connecticut 

District  Offices:  Chicago.  New  York,  Pittsburgh.  San  Francisco 

An  Associate  Company  of  the  American  Chain  Company.  Incorporated. 

Bridgeport.  Conn. 


^Al 


PROCESSED 


Welding  Wire 
and  Electrodes 


^ 


^ 


Balsam-Wool 

insulated  cars  provide  comfort 
and  add  to  profits 


IN  addition  to  its  insulating  eflBciency 
Balsam -Wool  contributes  to  passenger 
cars  an  economy  that  should  be  especially 
attractive  to  railway  ofiScials. 

A  saving  of  several  hundred  pounds  per 
car  can  mean  but  one  thing — lower  oper- 
ating costs. 

Balsam -Wool  is  light-weight — because  it 
is  composed  of  millions  of  dead  air  cells. 
Technically  it  is  95%  "still"  air.  This  is 
the  feature  which  accounts  for  its  higher 
insulating  efficiency  and  its  light-weight. 

Operating  economy  is  important,  but  com- 
fort for  passengers — both  winter  and  sum- 
mer—  promotes  greater  patronage — larger 
dividends.  The  Balsam -Wool  insulated  car 
is  quieter,  easier  to  heat  in  winter  and  more 
comfortably  cool  in  summer. 

Interested  railway  executives  will  be  sent 
samples  and  complete  information  on  request. 

WOOD  CONVERSION  COMPANY 

Insulation  Division  0/ Weyerhaeuser  Forest  Products 

Mills  at  Cloquet,  Minnesota 

Industrial  Sales  Office:  360  N.  Michigan  Ave.,  Chicago,  111. 

Manufacturers  of  Balsam- 
Wool  Steel  Car  Insulation 
and  Refrigerator  Car  Insula- 
tion; Balsam-Wool  Standard 
Building  Insulation  and 
Balsam- Wool  Insulation  for 
Domestic  Refrigerators, 
Motor  Buses  and  Airplanes. 


50 


ELECTRIC  RAILWAY  JOURNAL 


Mav  19,  1928 


r 


ROLLER'SMITH    BOND    TESTERS 

are  known  and  used  all  over  the  world 

Tfiey  are  the  Standard  with  which  all  others  are  compared 


The  Type  SBT  is  recommended  for  all  ordinary  work 
and  the  Super'Sensitive  Type  BBT  for  conditions 
where  there  is  little  or  no  current  in  the  rail.  Bulletin 
G'200  should  be  in  the  hands  of  every  man  who  is 
interested  in  bond  testing. 


"Over   thirty 
years' 
experience 
is  back  of 
ROLLER- 
SMITH." 


Tour  copy  is  ready. 


|jEip 


ILLER-SMITH  COMPJ 


5WY 

Electrical  Measuring  and  Protective  Apparatus  1 1 


Main  Office: 

2140   Woolworth    BIdg., 

NEW   YORK 


Works: 
Bethlehem.  Pennsyl- 


Oficcs  in  principal  cities  in  U.  S.  A.  and  Canada 
Representatives    in   Australia,   Cuba   and   Japan 


J 


How  to  Secure  a 

Lustrous  Gloss  Finish  ! 

For  applyiTiK"   a,   thoroughly 
atomized  wet  coat  of  heavy 
bodied    laeqiior    enamel    in 
order  to  Kpcui-e  a  fiiiiHh  of  , 
lustrous    Floss,    the    "Binks  ! 
No.   10f>.   Type  DD"    Spray 
Gun         is         recommended,  j 
Write     for    detailed     infor- 
mation. 


Make 
Your  Own 
Tests 


In  car  shops,  the  value  of  essential  advancements  in  finishing  methods  and  equip- 
ment is  recoKnized.  Here  Binlts  Spray  Painting  Etjuipment  is  rapidly  standard- 
izing itself. 

Particularly  siKnificant  is  the  Binks  latest  development  in  Material  Pressure 
Containers.  Perfect,  individual  control  of  air  and  material  insures  marked 
improvement  in  the  work.     Write  for  details. 

Before  vou  plan  additions  to  your  equipment,  investigate  Binks.  Try  these  newer 
accessories.  Make  your  own  tests  and  comparisons — then  standardize  on  Binks  like 
other  car  shops  have  done.     Write  for  Bulletins  on  Car  Shop  spray  painting. 

SPRAY  EQUIPMENT  CO. 

Dept.  E.  3109  Carroll  Ave.,  Chicago 


BINKS 


Branch  Offlce$ 

New   York 

ri6    Warren  St. 

Detroit 

44riii    Cass  Ave. 

San   FrsnrlBCo 

:{71    Firth   St. 

UcriroBcntHtlveR    In 
I'rlm-ipal    Cities. 


May  19,  1928 


ELECTRIC  RAILWAY  JOURNAL 


51 


Strength 
Plus  Economy 

THE  big  reason  why  hundreds  of 
railway  companies,  cities  and 
towns  have  installed  Elreco  Poles  is 
their  strength  and  economy. 

Their  capacity  for  withstanding  tre- 
mendous shocks  and  of  supporting 
excess  wire  loads,  if  necessary,  makes 
the  strong  appeal. 

In  addition  they  are  open  to  inspection 
from  top  to  bottom;  are  easy  to  main- 
tain. Trolley  wires,  lighting  wires, 
lighting  units — even  traffic  signals — 
are  supported  on  one  pole. 

The  enormous  economies  resulting 
from  three  or  four  companies  dividing 
the  cost  of  installation  and  maintenance 
is  at  once  evident. 

Let  us  tell  you   about  the  many  ad- 
vantages   of    Elreco    Tubular    Steel 
•  Poles.  Write. 

THE  ELECTRIC  RAILWAY 
EQUIPMENT  CO. 

2900  Cormany  Ave.  30  Church  St. 

Cincinnati,  Ohio  New  York  City 


This  Test  Tells 
Your  Compressor's 
Future 

Dependable  air  supply  has  a  lot  to  do  with 
your  profits — but  you  can't  X-ray  your  port- 
able compressor  to  find  out  how  good  it  is. 

That  is  why  the  water  test  was  created.  This 
test  is  easy  to  make,  but  it  reveals  clearly  the 
amount  of  vibration  in  your  portable — -the 
biggest  factor  causing  wear  and  trouble. 

Just  fill  an  ordinary  glass  to  the  brim  with 
water,  and  place  it  on  the  compressor  frame. 
Do  not  block  the  wheels  or  brace  the  machine 
in  any  way. 

Then  start  up  and  run  full  speed;  let  the 
machine  load  and  unload,  and  watch  the  glass. 
Under  this  test  the  smooth  running  Sullivan 
Fihrationless  Compressor  causes  scarcely  a 
ripple  on  the  surface  of  the  water. 

Vibrationless  operation  with  its  many  advan- 
tages, is  something  you  are  now  entitled  to  in 
portables.  Catalog  3283-F  will  tell  you 
about  "Vibrationless"  Compressors. 

Sullivan  Machinery  Company 

150  S.  Michigan  Ave.,  Chicago 


SULLIVAN 


Send     me     Free     Catalog     3283-F     de- 
scribing Vibrationless  Compressors. 

Name    

Street    

City    State    | 

Occupation     i 

Sullivan  Machinery  Company  | 

150  S.  Michigan  Ave.,  Chicago  | 


Send  This 
Coupon 


52  ELECTRIC  RAILWAY  JOURNAL  May  19,  1928 

Sgiiiiiiiiniiiiii nil II iiiiiiiiimiiiiiiiliililimiiiiiiiii iiiiiiiiiiiiiii iiiiiiiiiiiiiiii inn iiiiiiiiiiiiii'K'     a nnuinninnnmninntniinnnniinnniiniininniniinl inninniniiini mninuninnnninninuunnnninH-^ 

I  M-J  Armature  Babbitt  I 


ELECTRICAL 
INSULATION 


cXNltf     and     EMPIRE 

INSULATOR         *««,  s^    INSULATOO  , 


Micanite  and  Super -Micanite 
Sheets,  Commutator  Segments,  and 
Commutator  Rings 

Micanite  Tubes  and  Washers 

Linotape,  Seamless  or  Sewn  Bias 
{Yellow  or  Black  Varnished  Tapes) 

Empire  Oiled  Cloths  and  Papers 
(Yellow  or  Black) 

Compounds,  Varnishes.  Etc. 

Stnd  for  catalog  and  helpful  booklet  on  Commutator 
Insulation  and  Assembly 

MICA  INSULATOR  COMPANY 

iMTtttl  manirfaclimrt  In  llu  aorlj  0/  mica  Imulatlon. 
StIablUkti  ISIt. 

New  York :  200  Varick  St.     Chicago :  542  So.  Dearborn  St. 

Cleveland  Pituburgh  CinctiiMM 

San  Franciico  Toronto  Lo«  Angdo  Seattle 

Works:  SehtneclaJv.  NtiM  York-         Lortdon.  EnglartJ 


n 


No  less  than  twenty-five  different  grades  of  Babbitt 
have  been  successfully  perfected  in  the  More- 
Jones  line,  designed  for  various  services  and  at 
varying  prices.  "Armature"  for  electric  railways 
is  the   recognized  standard.     Let  us  quote  you. 

National  Bearing  Metals  Corporation 

St.  Louis,  Mo. 


New  York,  N.  Y 
Jeriejr  Cltjr.  N.  J. 


Portsmoath.  Va. 


Plttabargh,  Fa. 
Meadvllle,  Pa. 


fllinniinniinntininnnnininnnnMninnnninniniiininiinninninnniininnnnniiininnnniiiiiinnniniinniiniinnniininii^ 
•HtimnmniitinninnnnnniinimniMninimiinninMinmninnniHnnninnininiiiniiHiniiinnniMiiitiinninniniiininnniini^ 


SHIllER 


^'MORE-JONES 

Quality  Products" 

TmiHiMiimiiiinhiiiiiiiiiiiHiiiiiiiMhHiiiiiiuitiiiiiiHiiHiiiiiMimiHitiiiimiNiiiiiMiiMiiiiiiiiiiiiiHiiHiHiimimiiiiitiiiiiimiiiiw 


|ini 


IIIMIIIIIHIIIIIIMIIHIIIIIHIIKIIIIimimiHIIIIIIHIIIIIIIIIHIIIIIDIIIHIHIIIIIIHIIIIIIIIMIIW 


Motor 
BUSSES  i 

SHULER  AXLE  COMPANY  I 

I    Louisville  inconmrated  Kentucky    i 

s     ■  Member  of  Motor   Truck   Industriet  Inc.   of  America  ■      ~ 

ainiHiiiKiiiiiMnMiiiiiiMitiiiiiiimiitMiiHiitiiiiiiiMiiiiMliMiiiiiiiMiiniiiniiiiiiUMiniiiiiiiiiiiiiiiiiriitiiiiiiiMiiiiiiuiiHiiiniHiiiiiiiiP 


Complete  satisfaction 

Operating  perfectly  and  requiring 
minimum  attention  for  maintenance 
and  lubrication,  Earll  Catchers  and 
Retrievers  give  genuinely  satisfactory 
results.  Their  refinement  of  design, 
and  mechanical  superiority  are  sum- 
marized in  the  following  five  features, 
peculiar  to  Earll  construction. 

No-wcar  Check  Pawl 

Free-Winding  Tension  Spring 

Ratchet  Wind 

Emergency  Release 

Perfect   Automatic   Lubrication 

Earll  Catchers  and  Retrievers 
C.  I.  EARLL,  York,  Pa. 

Canadian    A0«nt$: 

Ballwaj  A  Power  Enslneering  Corp.,  Ltd..  Toronto,  OdI. 

In   All   Other   Foreign  Countriet: 

InternttloDtl  Ocneral  Elactrlo  Co..   Sehcoectady,  N.   T. 


uiiiiiiinimiiiiiMiimimiiiiiiitiiiiiiiiiiiiiimiiiiimiiiiiiiiiiiimiiiiimiitiiniiiiiiiiiiiMiitiiiiiiMiuHiiiiiiiiiiKiiiiiiiiiiiiiiiiiiiu^^ 


May   19,  1928  ELECTRIC  RAILWAY  JOURNAL 

^iiiiliiiiiiiiiiiilliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiliillliliiilllilll!: 


53 


=      c^'X 


I  v^-^  ,c 


KHIYAR 


3  The    giant    Kurd    is    the    greatest    of    burden    bearers.  — 

=  Some  carry  loads   as   high   as   700   lbs.    The  sightseer  5 

2  asking   "Upon    what    food    does    he    feed    to    get    such  — 

S  strength?"  expects  the  answer  to  be  "Raw  Meat."  S 

S  But  the  real   answer  is  Khiyar — meaning  ratu  cucum-  — 

Z  bers     ....     more   than    three    pounds    daily    is    his  ^ 

S  summer  ration.     Proving  again  that  the  big  point  in  E 

—  anything  is   not   what  you   put  into  it — but   what  you  ^ 

~  get  out  of  it.  E 

~  That's    why    we    don't    talk    about    the    ingredients    of  ^ 

=  Morganite   brushes.  5 

S  What  does  it  matter  whether  they  be  curd,  or  carbon,  E 

S  or  cucumbers   as  long   as   they'll   carry   any  loads    and  E 

E  reduce  your   annual  brush  cost.  — 


Main  Office  and  Factory 

3302-3320  AnabU  Av«.,  Long  Island  City.  N.  Y. 
DISTRICT  ENGINEERS  AND  AGENTS 
fittaburghf  Electrical  Engineering  &  Mfg.  Co.,  909  Penn  Ave. 
Cincinnati,   Electrical   Engineering   3t   Mfg.   Co.,    607   Mercantile 

Library  Building. 
Cleveland,  Electrical  Engineering  fk  Mfg.  Co.,  320  Union  Building. 
Baltimore,  O.  T.  Hall,  Salet  Engineer,  432  North  Calvert  St. 
Reoere,  Mat:,  J.  F.  Dnunmey,  73  Pleatant  Street. 
Loa  Angelea,  Electrical  Engineering  Salet  Co..  502  Delta  Building. 
San  Francimco,  Electrical  Engineering  Salet  Co.,  222  Underwood  Bldg. 
Toronto,   Can.,  Railway  k  Power  Engineering    CaTp.t  Ltd.>  133 

Eattem  Ave. 
Montreal,  Can.,  Railway  &  Power  Engineering  Corp.,  Ltd..  68-70 

St.  Antoine  St. 

Winnipeg,  Can.,  Railway  It  Power  Engineering  Corp.,  Ltd.,  P.  O. 
Box  325. 


laiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii:; 


They  wanted 
good  poles 
in  a  \iurryl 


"Please  ship  as  soon  as  possible," 
read  the  order. 

It  was  for  five  carloads  of  high-grade 
creosoted  transmission  poles  of 
Southern  Yellow  Pine.  The  pur- 
chaser was  a  distant  power  company. 

Less  than  48  hours  after  the  order 
reached  us,  our  switch-engine  was 
swinging  the  entire  consignment  on 
to  one  of  three  trunk  line  spurs  that 
run  into  our  plant — ready  for  speedy 
delivery. 


Back  of  service  like  this  are  60,000 
acres  of  our  own  timber,  the  most 
modern  and  complete  treating  equipH 
ment  in  existence,  and  excellent 
rail    and   water   shipping   facilities. 


CREOSOTED 

Railroad  Cross-ties;  Switch- 
ties;  Bridge  Timbers;  Con- 
struction Timbers;  Mine 
Timbers;  Lumber;  Piling; 
Poles;  Posts  and  other 
Forest  Products 


JlP/'pffi/man&Sofis 

Vood  Prexervin^  Plant 
Charleston,  ^X  C. 


54 


ELECTRIC  RAILWAY  JOURNAL 


May  19,  1928 


amiHiiiiiiiiiiiiiimiiiiiimiiiiiHmiiiiiimiimiiiiiiiiiiiiiiiiiiiiiiiiimiiHiiiniiniiniiniiiuiiiiiiiiiiiiiMiiiiiiiHiiiiiiiiiimiiH^^  aiiiiiuiiiiiiiiiiimiiiiMnniinmnmtiiiiniiiniMitnniiniinMiiMfMiiintMiiiiiiiiiiiiiiirriiniiiiiiiiiiiriiniiHiiniiHiiiiiiiimiiiiinniu^ 


JOHNSON 

FARE 

COLLECTING 

SYSTEMS 


Johnson  Electric  Fare  Boxes  and  overhead  register* 
make  possible  the  instantaneous  registering  and  count- 
ing of  every  fare.  Revenues  are  increased  IJ  to  5% 
and  the  efficiency  of  one-man  operation  is  materially 
increased.     Over  4000  already  in  use. 

When  more  than  two  coins  are  used  as  fare,  the  Type  D 
Johnson  Fare  Box  is  the  best  manually  operated 
registration  system.     Over  50,000  in  use. 

Johnson  Change-Makers  are  designed  to  function  with 
odd  fare  and  metal  tickets  selling  at  fractional  rates 
It  is  possible  to  use  each  barrel  separately  or  in  groups 
to  meet  local  conditions.  Bach  barrel  can  be  adjusted 
to  eject  from  one  to  five  coins  or  one  to  six  tickets. 


i  I 


Johnson  Fare  Box  Co. 

46i9  Raoenrnwood  Ap*.,  Chiems^$  /"• 


TRUCK   WITH   TOWER   IN   RUNNING   POSITION 

Trenton  Tower 

This  3-Sectioii 

is  not  only  more  convenient,  but  stronger  than  the 
older  type. 

The  top  section  is  reinforced  by  the  intermediate 
section.  The  3-section  design  makes  it  possible  to 
raise  the  platform  16  inches  higher  and  drop  it  12 
inches  lower  than  can  be  done  with  the  old-style 
2-section  tower. 

We'll  gladly  send  you  details. 

J*  R.  McCARDELL  CO* 

Trenton,  New  Jersey,  U.  S.  A. 


:iiimiiiiiiitiiiiiiiiitiiiitiiiiiiiiiiiiiiiiiiiiiitiiiiniitiiuiiiniMtiiitrMirii(iiiiii(fiiiiiiiniiitiiiii)iiiiiiiiiMiniiitiiiiriiitiiiiiiiiiiiniiiriiriim      '•iiiiiiiiiiiiiiMiriiirriiiiiniiiittiiriiitiinimimii.iiiiiiiiiitimiiiiiiiiimiiiiiiiiitiiiiiiiiiiiiimiiiiiiiiiininiiiiiiiiiiHiiiiiiiiiiiiiiiiiiiiii'i'' 
alllllllllllllllllllllllllllllllllllliuillllllllimnillllll lllllllllllllliilllMllrrmilllllullllllllll llllllinlinilllllllllililllllll lli^      |K"><"llMiriiiHliiiririiiiiiiiriiiMiiriiiiiiin niirimiiiriiiiiiiiiiii imiiiiijiiii riiiuiii iiiitiiiilllllllllimnlin' 


Drip  Points  for 
Added  Efficiency 


They  preTent  creeplnK  moisture  aad  anickly  drain  tbe  petti-  I 

coat  In  wet  weather,  keeplni  the  Inner  area  dry.  i 

The  AboTe  Insulator — No.  72 — Toltafei — Test — Drr  64,000  i 

Wet  31.400.  Line  10.000.  | 

Oar  enrlneers  are  always  ready  to  help  yoTi  on  year  gltm  1 

taiiolator  problem.    Write  for  cataloi.  | 

Hemingray  Glass  Company  i 

Munde,  Ind.  | 

Est.  1840 — inc.  1870  | 

iiiiiiiiiiiiiimiiiiiHiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiHiiiMimiiiiiiiiiiiiiiiiiiiiiiiiimiiitiiiiiiiiiiitiiimiiiiiliiiitr 


A  handbook  you  will 
not  want  to  be  without ! 

For  reference,  for  brushing  up,  or  tor  study — 
tin's  new  book  on  mathematics  for  the  practicing 
engineer  fills  a  long-felt  need. 

MATHEMATICS 

FOR 

ENGINEERS 

By   Raymond   W.   Dull 

Consulting:  Eng-ineer 

780  pages,  6x.'*.  6S6  illustrations, 

$5.00 

1-T  ERE  is  a  mathematics  handbook 
written   by   an   engineer   for   en- 
gineers.     The  book  is  not  encumbered 
by    mental     exercises,    but    gets     right 
down  to  fundamentals  from  brain-saving 
methods    in    simple    addition,    to    partia 
and    multiple    integration.     It   is   a   con 
suiting    mathematics;    a    book    you    wi 
want  on  your  desk  beside  your  slide  rule 
See  it  for  ten  clays  free. 


FREE  EXAMINATION  COUPON 


a.>lr(;raw-Hill  Itook  ('oni|>an.v,  Inc.,  :i70  Spvciitli  Ave,  New  York. 

Sd.'iitlemcn:  ScniJ  mc  fur  ten  days'  free  examination:  Uulln  MATHKM ATU'S 
■roil  KNOINKKHS.  $5.00.  I  agree  to  return  tlic  book,  postpaid.  In  tun  day« 
•  or  to  remit   fur   It  then. 


^  5 Name      

t"  ■  Homo  Address    

-  i  City    State 

I  tt'o.'^ltion      

3  •Curapanj     

I  S  (nonkit   nmt  on  approval    to  retail   eu$tomer»  in   the  United  8tate$  anij   CanaiJa 
I  ■  '•"^l'.)  Nn.     5-17-U8  1 

3  ■"'■■'•■■■■■■■■■•■••■■•■■■■kai  ■■■■■■■■■■■■>■■■■■■■■■(*■■■■■■■■•■■■■•■■■■'«■■■•  "^ 

iitliiitiHiHirmniinifiHinviminiiiiHiiniiiiiiiiiiMiiriiiiiiittiHiiiHMiiMiiiMiirniiiiiiriiiriniiiiiiiiiftiiriiiiirriiiiiiiiiiniiiiiitiiiiiuii 


May  19,  1928 


ELECTRIC  RAILWAY  JOURNAL 


55 


Bates-Truss  Poles 
for  Trolley  Suspension 

MODERN  transportation  demands 
modern  methods.  The  Bates'Truss 
Pole  is  the  solution  of  trolley  suspension 
problems.  The  general  tendency  of  elec' 
trie  railways  toward  the  increased  use  of 
Bates'Truss  Poles  is  significant  in  these 
days  of  high  costs  and  keen  transportation 
competition. 

Structural  simplicity,  combined  with  lasting 
strength  and  fine  appearance,  makes  the 
Bates-Truss  Pole  ideal  for  all  forms  of  over- 
head  construction.  ]^t  us  quote  you  on 
poles,  structures  or  towers. 

m 


IJSjanfl^Steel  lUss  &. 
EAST    CHICAGO,   (ND. 


■iiiiiiiiiifiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiujiriiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiuiiiiiiiiiiiiiujiiiii^      ^iiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiii iiiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiri'^ 


Griffin  Wheel  Company 

410  North  Michigan  Ave. 
Chicago,  III. 


Protect 
Your 
Crossings      | 

SAFE  operation  at  | 
any  speed  is  assured  | 
with  Nachod  Highway  f 
Crossing  Signals  in-  | 
stalled  at  grade  cross-  | 
ings.  I 

Add  to  this  Nachod  &  | 
U.    S.    Block    Signals  | 
that    eliminate    vexing  i 
delays  at  switches  and  I 
permit   cars   to    follow  | 
through  the  block.  Use  | 
Nachod       Headway  | 
Recorders      t  o      check  I 
car    movements    auto- 
matically and  to  make 
a    permanent    24-hour 
record    for  easy   filing, 

Then  you  have  a  perfect  I 
system  to  protect  pas-  | 
sengers  and  profits.  | 

Send   for   descriptive  = 

=                                                                                                                                                                =      =                                     I  literature,  z 

^.dlllllllllltlllllllllilllilllillillllirillllllirillllllrimiillllllllillllllil iiilllllllillllllllllllllllllllllllirillMirllili i lirilliiiinil^     .TinnunuiiiiiirllliiilllinriifimiliiiiiiilllilllllllliiiiiiiiiliilimiillllltllllillilimiiiHliiiil iiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiuiiiS 


Griffin  Wheels 

with 

Chilled  Rims 

and 

Chilled  Back  of  Flanges 

For  Street  and  Interurban 

Railways 


NACHOD 
SPELLS  SAFETY 


/ 


FOUNDRIES: 

Chicago 
Detroit 
Denver 
Cleveland 

Boston 
Kansas  City 
Council  Bluffs 
Salt  Lake  City 

St.  Paul 
Los  Angeles 
Tacoma 
Cincinnati 

I  NACHOD  AND 

I  UNITED  STATES 

I  SIGNAL  CO.,  Inc. 

I  LOUISVILLE,  KY. 


56 


ELECTRIC  RAILWAY  JOURNAL 


May  19,  1928 


iFor^.  Bacon  d  ^avfe 

incorporated 

fngmcere 

115  Broadwaj',  New  Xork 
FHILADELFHIA  CHICAGO  SAN  FRANCISCO 


The  J.  G.  White 
Engineering  Corporation 

Engineers — Constructors 

on  Reflnerlei  and  Pipe  Lines,  Steam  and  Water  Power  Plants.  Transmlnlon 
Systems,  Hotels.  Apartments,  Office  and  Industrial  Buildings.  Rallroadi. 

43  Exchanste  Place  New  York 


STONE  &  WEBSTER 

Incorporated 

Design  and  Construction 

Examinations     Reports     Appraisals 

Industrial  and  Public  Service  Properties 


waw    YORK 


BOSTON 


CHICAQO 


THE  BEELER  ORGANIZATION 

Transportation,  Traffic,  Operating  Surveys 

Better  Service — Financial  Reports 

Appraisals — Management 

52  Vanderbilt  Ave.  New  York 


Sanderson  &  Porter 

ENGINEERS 
PUBLIC  UTILITIES  &  INDUSTRIALS 

OmIkd  CoDitructlon  ICanarement 

BxamlnaUoiii  Beport*  Valiutloni 


OHICAaO 


NEW  YORK 


8AM  rBAMOISCO 


Engelhardt  W.  Holst 

Consulting  Engineers 

Appraisals  Reports  Rates  Serrice  InTestiration 

Studies  on  Financial   and  Physical   Rehabilitation 

Reorganization     Operation     Manarement 

683  Atlantic  Ave.,  BOSTON,  MASS. 


ALBERT  S.  RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER,    MASSACHUSETTS 

mmrotm-  APPiiAia*LS  ■  rati*  .  opanATiON  -  •■nvica 


WALTER  JACKSON 

Consultant  on  Fares  and  Motor  Biuea 

Tba  Weekly  and  Sunday  Paa* — Differential 

Fare»— Ride   Selling 

Holbrook  Hall  5-W-3 

160  Gramatan  Aye.,  Mt.  Vernon,  N.  Y. 


A.  L.  DRUM  &  COMPANY 

Cofutdting  and  ConMtmeting  Engitmara 

VALUATION  AND  FINANCIAL  REPORTS 

RATE  STUDIES  FOR  PRESENTATION   TO  PUBUC  SERVICE 

COMMISSIONS 

CONSTRUCTION  AND  MANAGEMENT  OF 

ELECTRIC  RAILWAYS 

230  South  Clark  Street,  Chicago,  III. 


DAY  &  ZIMMERMANN.  Inc. 

ENGINEERS 

Design    -  Construction    -    Reports 

Valuations  -  Management 

PHILADELPHIA 


NEW  YORK 


CHICAGO 


KELKER,  DeLEUW  &  GO. 

CONSULTING  ENGINEERS 

REPORTS  ON 

OperatiDg  Problemi  Valuationt  Traffic  Surreyt 

111  W.  Waihington  Street,  Chicago,  III. 


STEVENS  &  WOOD 

INCORPORATED 

ENGINEERS  AND  CONSTRUCTORS 


120  BROADWAY,  NEW  YORK 


■MOIMBBBIMO 
00N8TEUCTI0N 


TODNOBTOWN.  O. 
CHICAGO.  ILL. 


riNANCIMa 
UANAOBMBMT 


J.  ROWLAND  BIBBINS 

Engineer — 2301  Connecticut  Ave.,  N.W.,  Washington,  D.  C. 

TRANSPORTATION  SURVEYS 
Organized    Traffic    Relief    and    Transit    Development 
Co-ordinating    Motor    Traniport,    Railroad    and    City 
Plans,  Service,  Routing,  Valuation,  Economic  Studies 

EXPERIENCE  IN  20  CITIES 


HEMPHILL  &  WELLS 

CONSULTING  ENGINEERS 

Gardner  F.  WelU  Albert  W.  Hemphill 

A  PPRA  ISA  LS 

INVESTIGATIONS  COVERING 

Reor|(anization       Management       Operation       Construction 

43  Cedar  Street,  New  York  City 


E.  H. 

FAILE  &  CO. 

Designers  of 

Garages —  Service  Buildings —  Terminals 

441  LRXnrOTOV  ATB.                                                       NBW  TORE 

McCLELLAN  &  JUNKERSFELD 

Incorporated 

Engineering  and  CoNSTRurTioN 

Exam  inations — Reports — Valuations 
Transportation  Problems — iPower  Developments 

68  TRINITY  PLACE  NEW  YORK 


May  19,  1928 


ELECTRIC  RAILWAY  JOURNAL 


57 


•niniiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiniiniiiiMiiiiiiiiiiiiniiiiiiiiiiiiiiuiiiiiiHiiiiiiiiiiiiiiiitiiiiiii 


THE  BABCOCK  &  WILCOX  COMPANY 


Builders  since  1868  of 
Water  Tube  Boilers 
of  continuing  reliability 

BRANCH  OFFICES 

Atlanta,  Candler  Building 
Boston,  80  Federal  Street 
Chicago,  Marquette  Building 
Cincinnati,  Traction  Building 
Clbvkland,  Guardian  Building 
Dau^s,  Texas,  Magnolia  Building 
Denver,  444  Seventeenth  Street 
DffTROiT,  Ford  Building 
Houston,  Texas,  Electric  Building 
Los  Anoeles,  Central  Building 
New  Orleans,  344  Camp  Street 


85  Liberty  Street,  New  York 

Makers  of  Steam  Superheaters 
since  1898  and  of  Chain  Grate 
Stokers    since    1893 


WORKS 
Bayonne,  N.  J. 
Barberton,  Ohio 


BRANCH  OFFICES 

Philaseilphia,  Packard  Building 
Phoenix,  Ariz.,  Heard  Building 
PiTTSBURQH,  Farmers  Deposit  Bank  Building 
Portland,  Orb.,  Falling  Building 
Salt  Lake  City,  Kearns  Building 
San  Francisco,  Sheldon  Building 
Seattle,  L.  C.  Smith  Building 
Honolulu,  T.  H.,  Castle  &  Cooke  Building 
Havana,  Cuba,  Calle  de  Agular  104 
San  Juan,  Porto  Rico,  Royal  Bank  Building 


0.  B.  BUCHANAN 
Fraldent 


W.  H.  PRICE,  JR. 

Sec'y-Treag. 

BUCHANAN  &  LAYNG  CORPORATION 

Engineering  and  Management,  Construction 
Financial  Reports,  Traffic  Surveys 
and  Equipment  Maintenance 
BAIrTIHORB 
1M4  Citizens  National 
Bank  BIdg. 


iiliiiiiiiiiilliililtiuiilliiiniiiilliuiniliiiiiiiiHiiiliiHiniiniiuiiMiiiiniiininMiiiiiiiiiriiHiiiniiniiiHiiiMiiMiiniiiiiiiiiiiiMniiiiiiiiriiiiiiiiiiiliiiiiiniiniiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiriniiiiiiitlllii' 

^iHiiMiiiiiiiiiiiiniiHiiiniiniiiiMitMiniiiitiiiiiiniiniiHMiiiiiiniitiiiniiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiuiiiiiinimHi. . 

RAIL  JOINTS  I 


JOHN  r.  LAYNO 
Viee-Pruident 


Phone ; 
Hanover:  2142 


NEW  YORK 
49  Wall  Street 


DYNAMOTORS 
WELDING  ROD 

UNA  Welding  &  Bonding  Co. 

Cleveland.  Ohio. 


^iHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiinniMnnniiiMinNiniiiiMiiiiiiminiiiiiiiiniiiiiiiiiiiiiiiiiniiiiiiiiiiiiMiiiiiiiniiiiiiniiiimiiiuiifi 


TRAFFIC  CONSULTANT 

Freight  Bate,  Tariff  and  Traf&c  Analyses: 

Advisory  Frelsrht  TraflSc  AssiBtance 

on  Special  or  Monthly  BaBie; 

Preparation  ol  Cases  before  Interstate  Commerce 

CommlsBion  and  State  Commissions. 

HALSEY  McGOVERN 

Mills  Bldg.,  17th  and  Pa.  Ave.,  Washington,  D.  C. 


SilillHiiniiiiiniiiiiiniiiiiliiiiiiiliiiiilltillilllriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiu 


GOLD 


CAR  HEATING  dC  LIGHTING  CO.  | 

220  36th  St.,  Brooklyn,  N.  Y.  | 

WITH    OPEN    COIL    OR  I 

ENCLOSED  ELEMENTS  i 


THE  P.  EDWARD  WISH  SERVICE 

SO  Church  St.  Street  Railway  Inspection  131   State  St. 

NEW  YORK  DETECTIVES  BOSTON 


I        ELECTRIC  HEATERS 

I     THERMOSTAT  CONTROI^VENTILATORS     | 

I  WRITE  FOR  NEW  CATALOGUE  | 

^imiiiiiiriiumMiiiiniiiiMiiMiiiMnMiiMiiiiMiiMiiiinriiiMiiMiimiMiniiimiMiiriiuiiimiinimriiiinnMniiiMiitMiMiiMiri^^^^^ 
jiiiiHiiniiiMiiiiiniHiiHiiiiiiitiiiHiiiiiiiiiiiHiiiHiiiiiiHiiHiiiHiiiiimiiiiimiiiiiiiiimiHiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiniiiiiiiiiitiiiiiii*^ 


When  writing:  the  advertiser  for  information  or 

prices,  a  mention  of  the  Electric  Railway 

Journal  would  be  appreciated. 


EIGHT  WORKS   DWt 

I   DAMAPO-.MAX-ILLIUT     XV"^ 


I1IU.»UKN,  NKW  YORK  <-^  B-^ 

NIAGAHA  FA11.S,  \'.Y  1 

ClllCACO,  UXINOiS  J 

.  EAST  ST.LOUIS.  ll.L  - 

Pl'EULO.  COLORADO 
SUPfililOriAVlStON.MN 
LOS  ANGELES.  CAL 
NrAG/'.HA  TALL.S.ONT.. 


RAMAPO  AUTOMATIC 
RETURN  SWITCH  STANDS 
FOR  PASSING  SIDINGS 
TEE  RAIL  SPECIAL  WORK 

(MANGANESE  WORK  A  SPECIALTY 

SALES  OFFICES  AT  ALL  WORKS 
.Al.iin  Omce.  HILLBIJRN,  N.Y. 


imiimiiiiiiiiiuiiiiiiiiiiiiiitir iiiii>miiHiiiriiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiifliiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiii'.> 

ILLINOIS  MOTIVE 
EQUIPMENT  COMPANY 

J.  D.  Klsom.  President  | 

General  Sale*  Agent — The  Air  Bectlfler  I 

District  Bepreaentativet  i 

Johnson  Fare  Box ;     McOloskey  Bomb  Shell  Torcb:  = 

Cinch  Vertical  Swipe :     Fyr-Fly  Spot  Llg-ht  = 


.'iilliMiiiiiiiiiiiitiriiiiiiiiiititiiiniiiitlilllitiiinillliiiiiniiiiiitiiitiiiiiiiMiiiiiiiiitirniitiliriinillllitiiiiiDiiiniliiirmniitiriiiiiiiiiinili? 
^iiiiiiiiiiiiiJiiiJiiiiiiiiiiiiiiiiiiiiiiiiiijiiiiiiiiiiiiiiiJiiiiiiiiiiiuniiiiiiiiiiiiiiiiiii iimiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiji JIL- 


■BELL- 


NORTHERN    ^„^^~~ ~" WESTERN 

CEDAR  POLES 


35  E.   Wacker  Drive 


Chicago,  Illinois 


IT 


BUTT  TREATING 
ALL  GRADES 


TIES 


BELL   LUMBER  CO.,  Minneapolis,  Minn. 


J 


TiiUiiiiiiiuintiMiiiniiniiiuinMiiiniiniiiiiiiiiiiiiMiiiiiiiiiiiiiiiiniiiiiiiniiniiiHiiiiniiniiiiuiiiiiiiiiniiiiiiiiiiiiiniiiiiiiiiiiiiiMiiiiiir: 
_iiiiiiimiiiMiiiiiniiHiiMiiniitiiiiiiiuniiiiuiiiuiniiHiniiiiiiiiiii(iiitiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiniiniiiiiitiimiiiiiiiiimiiiiiiiiiiiMii>r 

THE  WORLD'S  STANDARD  | 

"IRVINGTON*' 


niiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiijiiifiiiiiiiiiiiiiiiiiiitriiniiiiiiiiin 
aiiiiiniiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiimiiiiimiiiiiiiiiiiiiiiiiijiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiL' 


Black 
Varnished  Silk, 


and 
Varnished  Cambric, 


Yellow 
Varnished  Paper 


Irv-O-Slot  Insulation  Flexible  Varnished  Tubing 

Insulating   Varnishes   and   Compounds 

Irvington  Varnish  8C  Insulator  Co. 

Irvington,  N.  J. 
5ale5  Representatives: 


Mitchell-Rand  Mir.  Co..  N.  T. 
E.  M.  Woleott.  Bochester 
I.  W.  Levlne,  Montreal 
A.  L.  Oillies.  Toronto 


Prehler  Btothers  Inc..  Chicago 
White  Supply  Co..  St.  Louis 
Clapp  &  LaMoree.  Los  Anreles 
Martin  Woodard.  Seattle 


Consumers*  Rubber  Co.,  Cleveland 


FARE 

BOXES  for  BUSES 

Let  us  tell  you  of  this  especially  de- 
signed  box  for  this   class  of  service. 

The  Cleveland  Fare  Box  Co. 

4900  Lexington  Are.,  CleTeland,  O. 

Canadian  Cleveland  Far*  Bu  Co..  Ltd. 

Preston,  Ontario 


C^rriNa  And  Sorting  Machines  C^gSS  Tokens 


riiiiHiiiiiiiiillllllliliiiiillliuiimiiiiiiiiiiiiiiiiiHiililllliiliiiuiiiiiimiiiiiuiiillluiiiiiiiiimimiiiiiiiiiilllilllullllllllliiiiiiliuiiiiiiiilii:       uiiiiiuiruiiuiimimiiiiiuiiiiiiJiiiiiiiiiiiuiiiiiiiiiiuiuiiiuiiuiiuiuiiiiiiiiiiiiiiiuiiiiiiuiiiiiiiuiiumiiiiiiiuiiuiiuiiiuiuimiiiiiiuS 


58 


ELECTRIC   RAILWAY  JOURNAL 


Mav  19,  1928 


Especially  Adapted  to  Maintenance  Work 


Built  to  fit,  Elliott-Thompson  coils 
are    so    fashioned    that 
they  drive  into  the  slots 
without  abuse. 

This    feature    assures 
added  wear,  greater  dur-    — 


ability. 


Gives  full  efficiency  from 
the  start. 

Keep  Elliott-Thompson 
in  mind.  Try  them,  and 
save  time,  labor,  money. 

Send  for  details.  Address 


AJAX 
BLDG. 


The  Elliott-Thompson  Electric  Co. 


CLEVELAND 
OHIO 


aiHiiMimiiiniiiiiiiHiiniiniiiniiiniinHiiiiniiiirMiiiiirinriirHiiMJiriiiiiiiiiiiniMiiiiiiiiiiiiiiiMnniMHiHiiiiiiiiiiiuHMiiHiiiiiiiMiiiiJ 

WHARTON 

1894  TisCO  1928   | 

SPECIAL  TRACKWORK         | 

I  Manganese  Steel  in  Trackwork,  originated  | 
I  by  Wharton  over  thirty-four  years  ago,  is  | 
I      still  the  metal  par  excellence  for  this  purpose.     | 

1^         WM.  WHARTON  JR.  8C  CO.,  INC.         f 
EASTON,  PA.  I 

?iMiinrni[tirtMirrinrtrtiirtMrMiri)iirntriiiitiiiiniMininnnrniniiiiiitiiiiiiiiiiiiiiiiiiiniMiiiirniirtiiiiMittiiriiiriiitiiitniiiMiriiiniiiiin 


ihiiiiiiiiiiiMiiiniiiiiiiiiiiniiiiiiiiiii(iiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiininiiHiiniiiiiiiiiHiiiuiiiiiniiiiiiiiiinii)iiiniiiMi)iiiiiiiii» 
"The  Standard  for  Rubber  Insulation" 

INSULATED  WIRES 
and  CABLES 

"Okonite,"  "Manson,"  and  Dundee  "A"  "B"  Tapes 

Send  for  Handbook 

The  Okonite  Company 
The  Okonite-Callender  Cable  Company,  Inc. 

Factories,  Passaic,  N.  J.  Paterson,  N.  J. 

Sdlet    Office:-     New  York     Chicago     Pittsburgrh     St.  Louis     Atlanta 
Birmingham    San  Francisco    Los  Angeles    Seattle 

Pettlngall-Andrews    Co.,    Buston,    Mass.  .^rf'^S'''^ 

F.  D.    Lawrmce  Electric  Co..   Cincinnati,   O.      J^^'r^ 
Novelty    Electric    Co.,    Phlla..    Pa.  ^§ 

Con.    tlffp.:    Engineering    Material!   Limited,    Montreal 
Cuban    Rev.:    Victor    0.    Mendoza    Co.,    Havana. 
ilMllllliltlliiiiiiliiiriiitiii?iiiirilliMlllliiiniiniltiilltMiiiiiiiltiiiiiiiiMiriiiiliiMliliirliiiiiiiiitiiiiiiiriirriiiriiitllitiniiiiiiiiriirillllllii< 


limiimiiiiuiiiniiiniiiiniiiMiiiiniiiiiiluiiiiiiiiiiiiiiiiiiiiNiiiiiriiiiMiiiiiiiiiiiiiriniiiiiiiiiiiiMiiiiiniiiiHiiiiiniiiiMiiiiiiiiiiiiiiiiiti^'      ijiilllllllililllllniiliiiiiiiininiiiliiitiiiniiiiiiiiiiiiilllitllllliillltliiliiiiiMiiitillllltlluilltllllllllliiillilltiiiiiiiitiiilllMllilutliliiiHiiili 


/^\ 


Boyerized  Parts: 


Brake  Pins 

Brtke    Hangeri 

Brake  Levera 

Pedestal  Gibs 

Brtke  FuIcrumB 

Tumbucklei 

rase  Hardened  Buslilnics 

Center  Bearlns* 

Side  Bearing! 


SpriiiB  l*<»il  HliKliliiKii  = 
S|>rlng   TotttH  % 

Holsler  and  Transom        = 
(Jhadns  Plates  i 

Manganese  Itrake  HeadH  = 
ManguneKe  Truck  Parti  s 
Kfjrciny.H  H 

Brnnze   Bearings  = 

McArllnir   Tiirnliucldea    = 


Tnilley  Pins 
Can    be    (iiircliaspd    throufli    the    rollowlng  j 
representatlveg: 
F  r.  Bodler.  I 

903    Monadnock   Bldg..   San   FranrUco.   Cal.  | 

W.   F.    McKenney, 

94  First  Street,  Portland,  Oregtm. 
J.  H.  Denton. 

1328   Broadway.   New  York  City,  N.   Y. 
A.   W.   Arlln.  i      = 

51B   Delta  Bldg..   Los  Angeles.   Cal.  i      E 

Bemis    Car    Truck    Company  I    | 


I    I 


DoubU  R«si«t«r 
Typ*  R-11 


International 
Registers 

Made  in  single  and  double 
types  to  meet  requirements 
of  service.  For  hand  or  foot, 
mechanical  or  electric  opera- 
tion. Counters,  car  fitting!, 
conductors'   punches. 


Springfield,  Mass. 

imiiniiniiniiiiiiiiiiiiitiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiMiiMiiiiiiiiiiiiiriiiiiiuiiiiiiiiiiiiiiiiriiiiiiimimiiuuiiiiiiiiiin 

iiiniiniiiiuiniMiiiiiiiiiiiiiiiiiiiiiiiiiiiHuiiiiiiiiiiiniMiiiiitNiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiuiriiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiitiiiiiiiii''. 

The  DIFFERENTIAL  CAR  I 


Standard  on  f 

60  Railways  jot  | 

Track  Maintenance  e 

Track  Construction  = 

Ash  Disposal  | 

Coal  Hauling  = 

Concrete  Materials  | 

Waste  Handling  | 

Excavated  Materials  | 

Hailing  Cross  Ties  | 

Snow  Disposal  § 

Use  These  Labor  Savers  | 

Differential  Crane  Car  I 

Clark   Concrete   Breaker  1 

Differential   3-way   Auto  Truck   Body  1 

Differential    Car   Wheel   Trqpk   and    Tractor  | 

I        THE  DIFFERENTIAL  STEEL  CAR  CO.,  Findlay,  O.  | 

^HiHiniMiiiiimmiiimtimiimtiimmimiimmiHiiiiiiiiiiuiiiiiMiiHiiiniiiiiiiiiiiiiiiitiiiiiiiHiiiiiiiMiiiiiMiiiiiiiHiitiiiiiiiiiM 


The  International  Register  Co. 

15  South  Throop  Street,  Chicago,  Illinois 


MiiiiiiiiiHiiiMiMiiMiiniiiiiiiiiiiiiiiHiiiiiitiiiiiiitiiiiiiitiinimiiiiiiiiiiiiiiiiviiiniiMiiiiiitiiiiiiminiitiiimiitiimiiiiimiHiiiiiiHw 
ijiimmiiiiiinMiMiurMiiHiiiniiiiiiiiiiniiMiMiiMniniiiiiiiiiiniiiiiiiiniriiiiMiriiriiiiMniiniiniiiiiiimiMmMniiiiiiiiMiMi 

I    Bethlehem  Products  for 
Electric  Railways 

I  Tee    and    Girder    Rails;    Machine    Fitted    Joints; 

I  Splice    Bars;    Hard    Center    Frogs;    Hard    Center 

I  Mates;   Rolled  Alloy  Steel  Crossings;  Abbott  and 

I  Center  Rib  Base  Plates;  Rolled  Steel  Wheels  and 

I  Forged   Axles;   Tie   Rods;    Bolts;   Tie   Plates   and 

I  Pole  Line  Material. 

I  Catalog  Sent  on  Request 

I  BETHLEHEM  STEEL  COMPANY,  Bethlehem,  Pa. 

I  BETHLEHEM 


May  19,  1928 


ELECTRIC  RAILWAY  JOURNAL 


59 


USED  EQUIPMENT  CBi,  NEW— BUSINESS  OPPORTUNITIES 

ONDISPl^yiaD — RATE  PER  WOBD:  IXFOKMATION:  DISri«AYKI>  -  HATK  I'KIt  INCH: 

I'ohitiont    Wanted,     4    cents    a    word,    minimum  iJcz    \vmhfrtt    in    care    of    any     of     our    umct^              ,j    [{,      y    inches    4  3 ft    uti    inch 

7S   cents  an  insertion.  i>i.vable  Id  sdronce.  count   10  words  additional  In  undtsplayed  arts.  ^   to   i  •!   Inches.!!!'!!!!!!!!'    4!  10    an   inch 

PufiUuns    Vncant    and    all    otlier    clanaiflratlons,  Oif-coimt  ot    10%    If   one  payment  is    made    In  llaies  for  liirgt^r  siwcl's,  oryeartyiates.  on  reijueit. 

8  tents  a  word,  minimum  charge  $2.09.  advance    for    four    consecutive    loBertinnB    of  .Ir   ndveriUino    itieh   U   measured  verticuHy    <ni 

PropotKU».  40  cents  a  line  an  insertion.  undisplayed  ads    (»iot  including   proposiUsV.  cno  column,  3  column* — 30  inchea — to  a  page. 


■I 


How  to  dispose  of 
surplus  stocks  of 
new  replacement 
and  repair  parts 
and  materials? 


A  question  of  unusual 
interest  to  the  execu- 
tives of  all  electric 
railways,  particularly 
Purchasing  Agents 
and  Storekeepers 


Write  the  Searchlight  Department  of  the  Electric 
Railway  Journal,  10th  Ave.  at  36th  St.,  New  York, 
N.  Y.,  if  you  are  interested  in  working  out  a  plan  that 
will  aid  in  the  distribution  of  this  material.  Include  a 
general  review — on  a  quantity  or  value  basis — of  the 
material  you  have. 


POSITIONS  WANTED 


I  CAN  manaire  your  street  railway  prop- 
erty regardless  of  location,  siza  or  local 
difficulties.  PW-108,  Electric  Railway 
Journal,  Tenth  Ave.  at  36th  St.,  New 
York. 

SUPERINTENDENT  transportation,  broad 
experience,  proven  successful  record, 
street  railways  and  bus  transportation ; 
available  short  notice :  high  gyade  ref- 
erences. PW-109,  Electric  Railway  Jour- 
nal, Tenth  Ave.  at  36th  St.,  New  York. 


FOR  SALE 

MOTORS 

130  WeBtinghouBe.  Type  514-C. 
Fine  condition.    Low  price. 

ELECTRIC  EQUIPMENT  CO. 

Commonwealth    Bldg.,    Philadelphia,    Pa. 


SEARCHLIGHT 
ERVICE 

Covers  the  advertising  of 

Agencies  Wanted 

Agrents  Wanted 

Auction  Notices 

Bids  Wanted 

Books  and  Periodicals 

Buildingrs  for  Sale 

Business  Opportunitiei 

Civil  Service  Opportunitie* 

Contracts  to  Be  Let 

Contracts  Wanted 

Desk  Room  for  B«Dt 

Desk  Hoom  Wanted 

Educational 

Employment  Agrencies 

Evening  Work  Wanted 

Foreign  Business 

For  Exchange 

For  Rent 

Franchises 

Industrial  Sites 

Labor  Bureaus 

Machine  Shops 

Machinery  Wanted 

New  Industries  Wanted 

Partners  Wanted 

Patent  Attorneys 

Patents  for  Sale 

Plants  for  Sale 

Positions  Vacant 

Positions  Wanted 

Property  for  Sale 

Proposals 

Receivers'  Sales 

Representatives  Wanted 

Salesmen  Want  Connectioas 

Salesmen   Wanted 

Second   Hand   Equipment 

For  Sale  For  Rent 

Exchange       Wanted 
Specialties 
Tutoring 

Vacation  Work  Wanted 
Water  Front  Property 
Work  Wanted 
Miscellaneous  for  Sale 

for  Rent  or  Want  Ads. 

Can  we  serve  you  ? 

0160 


'iHtlllMIIMIMMMItinMIHMIIIMI 


linilllllll'  JllllllllMIIIMMIIIIIIIIIIIHII 


60 


ELECTRIC  RAILWAY  JOURNAL 


May  19.  1928 


WHAT  AND  WHERE  TO  BUY 

Equipment,  Apparatus  and  Supplies  Used  by  the  Electric  Railway  Industry 
with   Names  of   Manufacturers   and   Distributors  Advertising   in   this   Issue 

This  mdex  is  published  as  a  convenience  to  the  reader.    Every  care  is  taicen  to  make  it 
accurate,  but  Electric  Railway  Journal  assumes  no  responsibility  for  errors  or  omissions. 


AdvertisInK,  Street  Car 

Collier  Inc.,  Barron  G. 
Air  Circuit  Breakers 

Roller-Smith   Co. 
Air  Brakes 

General  Electric  Co. 

W«stinghouse  Air  Brake  Co. 

Ammeters 

Roller-Smith  Co. 
Anchors,  Ooy 

Elec.  Service  Supplies  Co. 

General  Electric  Co. 

Ohio  Brass  Co. 

We8tln»h0U8e  E.  &  M.  ix>. 
Armatore  Shop  Tools 

Columbia  Machine  .yvks. 

Elec.  Service  Supplies  Co. 
Antomatic  Betorn  Switch 
Stands 

Ramapo  AjaX  Corp. 
Aotomatie  Safety  Switch 
Stands 

Ramapo  Ajax  Corp. 

Axles  .     - 

Bemis  Car  Truck  Co. 
Bethlehem  Steel  Co. 
Brill  Co..  Tha  J.  •■ 
Cincinnati   Car  Co. 
Illinois    Steel    Co. 
Standard  Steel  Work.  Co. 
Westinirhouse  E.  ft  M.  t-o. 

Axles.  Front 
Shuler  Axle  Co. 

Axles.   Steel 
Bethlehem  Steel  Co. 

Babbit  Metal  „.,,,. 

National  Beanne  Metals 
Corp. 
Badces   and   Buttons 

Elec.    Service    Supplies    Co. 

International  Reiisler  Co. 

Batteries,    Dry 

National    Carbon    oo. 

Nlchols-Llntern    Co. 
Batteries,   Storage 

Willard  Storage  Battery  Co. 
Bearings.  Anlirrlctlon 

Hyatt  Roller  Bearing  Co. 
Bearings,  Ball  , 

Norma-Hoffmann    Bearings 

Bearings  and  Bearing  Metals 

Bemis  Car  Truck  Co. 
Cincinnati   Car  Co. 
Columbia  Machine  Wks. 
National  Bearing  Metals 
Corp.  ,-     -, 

Westlnghouse  E.   ft  M.  Co. 
Bearings,   Center   and    Boiler 
Side 
Cincinnati  Car  Co. 
Stuckl  Co..  A. 
Bearings,  Roller  and  Bail 
Hyatt  Roller  Bearing  Co. 
Norma-Hollmann    Bearings 
Corp. 

Consolidated  Car  Heating  Co. 
Bells  and  Gnngi 

Brill  Co..  The  J.  O. 

Cincinnati  Car  Co. 

Columbia  Machine  Wks. 

Elec.  Service  Supplies  Co. 
Benders,  Hall  _ 

Railway  Trackwork  Co. 
Blowers   (Hand  Portable) 

Ideal   Commutator   Dresser 
Co. 
Bodies,  Bus 

Bender  Body  Co. 

Brill  Co..  The  J.  O. 

CumminiT"  Car  A  Coach  Co 

FItiiohn   Mfg.  Co. 
Body   Material — Haakelite   A 
Plymetl 

Hsskellte  Mfg.  Corp. 
Boilers 

Babcock  ft  Wilcox  Co. 
Bolts  &  Nnla.  Track 

Illlnr,l«    Steel    Co. 
Bond  Testers 

American  Steel  ft  Wire  Co. 

Elec.  Service  Supplies  Co. 

Roller-Smith    Co. 
Bonding  Apparatus 

Amer.  Steel  ft  Wire  Co. 

Electric  Ry.  Improvement 
Co. 

jnee.  Service  Snpplle*  Co. 

Ohio  Brass  Co. 

Railway  Trackwork  Co. 

tJna  Welding  ft  Bonding  Co. 
Bonds.  Rail 

American  Steel  ft  Wire  Co. 

Electric  Ry.  Improvement 
Co. 

Xlee.  Service  Bapplla*  Co. 


General  Electric  Co. 

Ohio  Brass  Co. 

Page  Steel  &  Wire  Co. 

Railway  Trackwork  Co. 

Una  Welding  ft  Bonding  Co. 

Westlnghouse  E.  &  H.  Co. 
Book  Publishers 

McGraw-Hill    Book    Co. 
Brackets  and  Cross  Arms 
(See  also  Poles,  Ties, 
Posts,    etc.) 

Columbia  Machine  Wks. 

Electric  Railway  Equipment 
Co. 

Elec.  Service  Supplies  Co. 

General  Electric  Co. 
Co. 

Ohio  Brass  Co. 
Brake  Adjusters 

Brill  Co..  The  J.  G. 

Cincinnati    Car   Co. 

National  Railway  Appliance 

Westlnghouse    Traction    Br. 
Co. 
Brake  Shoes 

American  Brake  Shoe  ft 
Foundry    Co. 

Bemis  Car  Truck   Co. 

Brill   Co..   The  J.  G. 
Brake  Teeters 

National   Railway   Appli- 
ance  Co. 
Brakes,    Brake    Systems    and 
B<«ke  Parts 

Bemis  Car  Truck  Co. 

Brill  Co..  The  J.  Q. 

Cincinnati  Car  Co. 

Columbia  Machine  Wks. 

General  Electric  Co. 

National  Brake  Co. 

Westlnghouse    Traction 
Brake  Co. 
Brakes,  Magnetic  Rail 

(^ncinnatl  Car  Co. 
Brushes.  Carbon 

General  Electric  Co. 

Morganite  Brush  Co. 

National   Carbon  Co. 

Westlnghouse  E.  ft  M.  Co. 
Bmshes,   Graphite 

Morganite  Brush  Co. 

National   Carbon  (^. 
Brashes,  Metal  Graphite 

National   Carbon   Co. 
Brushholders 

Columbia  Machine  Wks. 

General  Electric  (3o. 
Bulkheads 

Haskellte  Mfg.  Corv. 
Bus  Lighting 

National     Railway     Appli- 
ance Co. 
Bnsps 

Cummings  Car  ft  Coach  Co 

Versare  Corp. 
Buses,  Gas,   Electric 

General  Electric  Co. 
Bushings,  Case  Hardened  and 
Manganese 

BemlB  Car  Truck  Co. 

Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 

Columbia  Machine  Wks 
Cables   (See  Wires  and 

Cables) 
Cambric   Tapes,   Tcllow   and 
Black    Tarnished 

General  Electric  Co. 

Irvlngton  Varnish  ft  Ini.  Co. 

Mica  Insulator  Co. 
Carbon  Brushes    (Bee 

Brushes,   Carbon) 
Carbon    Paste,    Welding 

National   Carbon   Co. 
Carbon  Platn,  Welding 

National   Carbon   Co. 
Carbon   Rods.   Welding 

National    Carbon   Co. 
Car  Lighting  Fixtures 

Elec.  Service  Supplies  Co. 
Car  Panel  Safety  Swltehea 

Consolidated  Car  Heating 
Co. 

Westlnghouse  E.  ft  M.  Co. 
Car  BtefM,  Safety 

Cincinnati  Car  Co. 
Car  Wheels,  Rolled  Steel 

Bethlehem  Steel  Co. 
Co. 
Cars,  Dump 

Brill  Co.,  he  J.  G. 

Differential   Steel   Car  Co. 
Cars.   Gas-Rlertrlc 

Brill  Co..  The  J.   G. 

General    Electric  Co. 

Westlnghouse  Elec.  ft  Mfg. 


Cars,   Gas,   Rail 

BrlU  Co..  The  J.  Q. 
Cars,  Passenger,  Freight,  Ex- 
press, etc. 

Amer.  Car  Co. 

Brill  Co..  The  J.  G. 

Cincinnati  Car  Co. 

Cummings  C:ar  &  Coach  Co 

Kuhlman  Car  Co..  G.  C. 

Wason  Mfg.   Co. 
Cars,   Self-Propelled 

Brill  Co..  The  J.  G. 
Castings,    Brass    Composition 
or  Copper 

Cincinnati  Car  Co. 

Coltunbia  Machine  Wks. 

National  Bearing  Metals 
Corp. 
Castings.  Gray  Iron  and  Steel 

American   Brake   Shoe   & 
Foundry    Co. 

American    Steel    Foundries 

Bemis  Car  Truck  Co. 

Columbia  Machine  Works  & 

Standard  Steel  Works  Co. 
Inc. 

Wm.    Wharton.    Jr.    ft    Co.. 

Castings,  Malleable  A  Brass 

American   Brake   Shoe   & 
Foundry    Co. 
Bemis  Car  Truck  Co. 
Columbia  Machine  Wks. 
Catchers  and  Retrievers, 

Trolley 
Earil,  C.  I. 

Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 
Celling    Car 

Haskelite  Mfg.  Corp. 
Ceilings,  Plywood  Panels 

Haskelite  Mfg.  Corp. 
Change  Carriers 
Cleveland  Fare  Box  Co. 
Electric  Service  Supplies  Co 
Change  Trays 

Cincinnati   Car  Co. 
Circuit-Breakers 
(Jeneral  Electric  Co. 
Roller-Smith    Co. 
Westlnghouse  B.   ft   M.   Co. 
Clamps    and    Connectors    for 
Wires  and  Cables 
Columbia  Machine  Wks. 
Electric  Railway  Equipment 
Electric  Ry.  Improvement 

Co. 
Elec.  Service  Supplies  Co. 
Ohio   Brass   Co. 
Westlnghouse  E.  ft  M.  Co. 
Cleaners  and  Scrapers,   Track 
(See  aiKo  Snow-Plows 
Sweepers  and   Brooms) 
Brill  Co.,  The  J,  Q. 
Cincinnati    Car    Co. 
Coal  and  Ash  Handling  (See 
(Conveying      and      Hoisting 
Machinery) 

Coil     Banding    and     Winding 
Machines 

Columbia  Machine  Wks. 

Elec.  Service  Supplies  Co. 

Westlnghouse  E.  &  M.  Co. 
Colls,  Armature  and  Field 

Columbia  Machine  Wks. 

Economy  Electric  Devices 
Co. 

Elliott  Thompson  Electric 
Co. 

General  Electric  Co. 

Westlnghouse  E.  ft  M.  Co 
Coils.   Choke  and   Kicking 

Elec.  Service  Supplies  Co. 

General  Electric  Co. 

Westlnghouse  E.  ft  M.  Co. 
Coin   Changers 

HUnols    Motive    Equipment 

Johnson   Fare  Box  Co. 
Coin  Counting  Machines 

Cleveland  Pare  Box  Co. 

International    Register    Co. 

Johnson  Fare  Box  Co. 
Coin  Sorting  Machines 

Cleveland  Fare  Box  Co. 

Johnson   Fare   Box  Co. 
Coin    Wrappers 

Cleveland  Fare  Box  Co. 
Commutator  Cement 

Ideal   Commutator  Dresser 
Co. 
Commutator  Equipment 

Ideal   Commutator  Dresser 
Co. 
Commutator    Grinding    Tools 

Ideal  Commutator  Dresser 
Co. 


Commutator  Mica 
L'ndercutter 

Ideal   Commutator  Dresser 
Co. 
Commutators.   Parts 

General  Electric  Co. 
Commutator    Slotters 

Columbia  Machine  Wks. 

Elec.  Service   Supplies  Co, 

Westlnghouse  E.  ft  M.  Co, 
Commutator  Slotting  Files 

Ideal   Commutator  Dresser 
Co. 
Commutators    or   Parts 

Columbia  Machine  Wks. 

General  Electric  Co. 

Westlnghouse  E.  ft  M.  Co. 
Compressors,    Air 

General    Electric    Co. 

Sullivan    Machinery    Co. 

Westlnghouse    Traction    Br 
Co. 
Compressors.    Poriable 

Sullivan   Machinery   Co. 

Compressors.     Gas 

Sullivan    Machinery    Co. 

Condensers 

Westlnghouse  E.  ft  M.  Co. 
Connectors,  Solderlcss 

Westlnghouse  E.  ft  M.  Co. 
Connectors,    Trailer    Car 

Columbia  Machine  Wks. 

Consolidated  Car  Heating  Co. 

Elec.  Service  Supplies  Co. 

Ohio  Brass  Co. 
Controllers  or  Parts 

Columbia  Machine  Wks. 

General    Electric   Co. 

Westlnghouse  E.  ft  M.  Co. 
Controller  Regulators 

Elec.  Service  Supplies  Co. 
Controlling  Systems 

General    Electric  Co. 

Westlnghouse  E.  &  M.  Co. 
Converters,  Rotary 

General    Electric   Co. 

Westlnghouse  E.  ft  M.  Co. 

Copper  Wire 

American   Brass  Co. 

American  Steel  ft  Wire  Co, 

Anaconda  Copper  Mining  Co. 

Page  Steel  &  Wire  Co. 
Copper    Wire    Instruments 
Measuring,   Testing   and 
Recording 

American  Brass  Co. 

American  Steel  &  Wire  Co. 

Anaconda  Copper  Mining  Co. 
Cord,    Bell,   Trolley,    Register 

American  Steel  ft  Wire  Co. 

Brill  Co..  The  J.  Q. 

Elec.  Service  Supplies  Co. 

International    Register   Co. 

RoebUng's  Sons  Co..  J.  A. 

Cord  Connectors  and  Couplers 

Elec.   Service  Supplies  Co. 

Couplers,  Car 

American    Steel    Foundries 
Brill  Co..  The  J.  G, 
Cincinnati  Car  Co, 
Ohio  Brass  Co. 
Westlnghouse  Tr.  Br.  Co. 
Cowl  Ventilators 
Nichols  Llntern  Co. 

Cranes,   Hoist  and   Lift 

Electric  Service  Supplies 
Co. 

Cross  Arms   (Se«  Brackets) 

Crossing   Foundations 

International  Steel  Tie  Co. 

Crossing.  Frog  and  Switeh 

Ramapo   Ajax   Corp. 

Wm.  Wharton.Jr.ft  Co..  Inc. 

Crossing   Manganese 
Bethlehem  Steel  Co. 
Ramapo  Ajax  Corp. 
Wm.  Wharton.Jr.ft  Co.,  Inc. 

Crossings 
Wm.    Wharton    Jr.    ft    Co.. 
Ramapo  Ajax  Corp. 
Inc. 

Crossings,  Track   (Bee  Track 

Special  Work) 
Crossings,  Trolley 

General  Electric  Co. 

Ohio  Brass  Co. 

Westlnghouse  E.  ft  M.  Co. 
Curtains  A  Curtain  Fixtures 

Brill  Co..  The  J.  G. 

Edwards  Co.,  Inc.,  O.  M. 


Cutting  Apparatus 

Electr.c    Railway    Improve- 
ment Co. 
General  Electric  Co. 
Railway  Track  Work   Co. 
Una  Welding  &  Bonding  Co. 
Westinghouse  E.  ft  M.  Co. 
Dealer's  Machinery  ft  Second 

Hand  Equipment 
Electric  Equipment   Co. 
Derailing    bevlces    (See    also 

Track   Work) 
Derailing  Switches 

Ramapo   Ajax  Corp. 
Destination    Signs 
Columbia  Machine  Wks. 
Electric    Service    Supplies 
Co. 

Detective   Service 

Wish-Service.  P.  Edward 
Door  Operating  Devices 

Brill  Co..  The  J.  G. 
Cincinnati   Car  Co, 
Consolidated  Car  Heating  Co. 
National    Pneumatic    Co,, 
Inc. 

Doors  and  Door  Fixtures 

Brill  Co..  The  J.  Q. 
Cincinnati  Car  Co. 
Edwards  Co.,  Inc..  O.  M. 
Hale-Kllburn  Co. 
Doors,  Folding  Vestibule 
National  Pneumatic  Co. 
Safety  Car  Devices  Co. 

DrIIU.    Rock 

Sullivan   Machinery   Co. 

Drills,  Track 
Amer.  Steel  ft  Wire  Co. 
Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 

Dryers.   Sand 

Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 
Westlnghouse  E.  ft  M.  Co. 

Ears 

Columbia  Machine  Wks. 
Electric  Service  Supplies 

Co. 
General  Electric  Co. 
Ohio  Brass  Co. 
Westlnghouse  E.  &  M.  Co, 

Elertrlc  Grinders 

Railway  Trackwork  Co, 
Electrical  Wires  and  Cables 

American  Steel  ft  Wire  Co. 

RoebUng's    Sons    Co.,    John 
A. 

Electrodes.  Carbon 

Railway  Trackwork  Co. 

Una  Welding  ft  Bonding  Co. 
Electrodes,   Steel 

Railway  Trackwork  Co. 

Una  Welding  &  Bonding  Co. 
Engineers,  Consulting,  Con- 
tracting and   Operating 

Beeler,  John  A, 

Blbbins,  Roland  J. 

Buchanan    ft   Layng  Corp. 

Day    &    Zlmmermann.    Inc. 

A.  L.  Drum  ft  Co. 

Falle  ft  Co..  E.  H. 

Ford,   Bacon   ft   Davis 

Hemphill  ft  Wells 

Hoist.    Engelhardt  W. 

Jackson,  Walter 

Kelker    &    Deljcuw 

McClellan  ft  Junkersfeld 

McGovern.   Halsey 

RIchey.  Albert  S. 

Sanderson  ft  Porter 

Stevens  ft  Wood.  Inc. 

Stone  ft  Webster 

White  Eng.  Corp..  The  J.  O. 

Engines,  Gas,  Oil  or  Steam 

Westlnghouse  E.  &  M.  Co. 
Eitrrlor  Side  Panrls 

Haskelite  Mfg.  Corp. 
Fare  Boxes 

Cleveland  Fare  Box  Co. 

Economy    Electric   Devices 
Co. 

DUnoli    Motive    Equipment  I 
Co. 

Johnson  Fare  Box  Co. 

Percy  Mfg.  Co.,  Inc. 
Fare    Registers 

Electric  Service  Sup.  Co. 

Johnson  Fare   Box   Co. 
Fencn,    Woven     Wire    and 
Fence  ^oets 

Amer.  Steel  ft  Wire  Co. 

(Continued  on  page  6S) 


May  19.  1928 


ELECTRIC  RAILWAY  JOURNAL 


61 


J I Mini iiiiiiiiiiiiiiiiiiHiiiitiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiuiiuiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiuiiiiiiii^     -iiii'iiiiiiiiiiiiiiiiiiiniiiiiiuiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiraiiiiiiiiiiiiiin: 


I  GREEN 


REQ 


SEND  TODAY 

for    our    Publication    on 

SAFETY 

and 

EFFICIENCY 

in  Electric  Railway 

Signals  and 

Crossing  Bells 

tat  IMS         J^S&        INC.I9IS     I 

"American"  I 

Ujnsvlajing   I 

■/  iiric  oj'tj'Arrr      | 

B  ■■■■  531  HantinvdoD  St.,  Philadelphia.  Pa.      | 

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I   Lorain  Special  Trackwork 
Girder  Rails 


Electrically  Welded  Joints 


I  THE  LORAIN  STEEL  COMPANY 

i  Johnstown,  Pa. 

I  Sale*  Offices  : 

=  Atlanta                       Chicago                       Cleveland 

I  Piladelphia                      Pittsburch 

i  Pacific   Coamt   Representative:                                          I 

i  United  States  Steel  Products  Company                                  | 

1  Los  Anceles                  Portland                  San  Francisco                  Seattle      | 

=  Export  Representative :                                                  = 

I  United   States  Steel   Products   Company,   New  York,   N.  Y.             I 
'(iiiiMiiiMiiiiHiiiiiiiiiiiiiiiiiMiiiiiiniiiiiiiiiiiiiiiiiniiiiiniiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiinMniiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiMR 


COLUMBIA 


I  I   Railway  Supplies  and  Equipment 


New  York     i 
DaUas  i 


Machine  and 
Sheet  Metal  Work 

Forgings 

Special  Machinery 

and   Patterns 

Grey  Iron  and 
Brass  Castings 

Armature  and 
Field  Coils. 


The  Columbia  Machine  Works  and  M.  I.  Co. 
265  Chestnut  St.,  comer  Atlantic  Ava., 
Brooklyn,  New  York 


^•llliiliMiiiiiiiMiiiiiiiiiiiiHiiuiliililiiiillniliiiiiiiininiiniiniiiiiiiriiiiHiiiiiiiiiiMllillliililitliiiiiiiiiiiiuiiiiiiiriiiiHiiiiiiiniiliiiiiiir 


niiiiiiiiiiiiiiiiiimiiiiiiiiniiiiiiiiiiiiiiiitiiriiiiriiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiin 
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I        Kalamazoo  Trolley  Wheels         | 

I  The  value  of  Kalamazoo  Trolley  I 

I  Wheels    and    Harps    has    been 

I  demonstrated  by  large  and  small 

I  electric    railway   systems    for   a 

I  period    of   thirty   years.     Being 

I  exclusive     manufacturers,     with 

I  no  other  lines  to  maintain,  it  is 

I  through  the  high  quality  of  our 

I  product  that  we  merit  the  large 

I  patronage  we  now  enjoy.    With 

I  the   assurance  that  you  pay  no 

I  premium    for    quality    we    will 

I  appreciate  your  inquiries. 

I  THE  STAR  BRASS  WORKS 

I  KALAMAZOO,  MICH.,  U.  S.  A. 

niiiiiMiriiiiiiiiiiiiiiiiiiiuiiii I iiiiiiiitiiiiiiiii mil iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii I iiiiiii iiiiiiiiiii;      iiiniiiiiiiiiHmiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiin 

^iiiiiniiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiitiiiiiiiiiiiiiiiiiiiimiiiiiiiiiuiiiiiHiiii     aiiiiiiiiiiiiimiiiiiiiiii iiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiimiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiijj 

i     B.  A.  HEOEMAN.   Jr.   President     H.  A.  HBOEMAN.   First   Vlce-Pres.  and  TrMl. 
I      F.  T.  SARGENT.   Secretary  J.  M.  PRATT.  Vlce-Pres.  In  charge  of  salee 

I    National  Railway  Appliance  Co. 

I  Graybar  BalldinK.   420   Lexington   Ave.,   New   York 

I  BRANCH    OFFICES 

I     Munsey  Bldg..  Washing-ton.  D.  C.        100  Boylston  St..  Boston.  MasB. 
£     Heteman-Caslle  Corporation.  Railway  Exchange  Builcling.  Chicago.  III. 


RAILWAY  SUPPLIES 


Tool    Steel    Gears    and    Pinions 
Anglo-American     Varnish     Co., 

Varnishes.   Enamels,   etc. 
National   Hand  Holds 
Genesco  Paint  Oils 
Dunham   Hopper  Door  Device 
Garland  Ventilators 
Walter  Tractor  Snow  Plows 
Feasible  Drop  Brake  Staffs 
Ft.    Pitt    Spring    &    Mfg.    Co.. 

SprinsTP 
Bell  Register  Fare  Boxes 


Flaxlinum   Insulation 

Economy   Electric  Devices   Co. 

Power   Saving  and   Inspection 
Meters 

National  Safety  Devices  Com- 
pany's Whistle  Blowers. 
Gong  Ringers  and  Brake 
Hangers 

Godward  Gas  Generators 

Cowdry    Automotive  Brake 
Testing  Machine 


Arc  Weld 


Rail  Bonds 


AND  ALL  OTHER  TYPES 

Descriptive  Catalogue  Furnished 

American  Steel  8C  Wire  Company 

CHICAQO,  NEW  YORK,  BOSTON.  CLEVELAND.  WORCESTER.  PHILADEL- 
PHIA, PITTSBURGH.  BUrFALO,  DETROIT.  CINCINNATI,  BAI.TIM0BB. 
WILKES-BARRE,  ST  LOUIS,  KANSAS  CITY,  ST.  PAUL,  OKLAHOMA  CITY, 
BIBMINORAM,  MEMPHIS.  DALLAS,  ATLANTA.  DENVER.  SALT  LAKE  CITT 

EXPORT  REPRESENTATIVE:   U.  S.  STEEL  PRODUCTS  CO.,  NEW  YORK 

PACIFIC  COAST  REPRESENTATIVE:   U.   8.   STEEL  PRODUCTS  COMPANY. 

SAN  FRANCISCO.    LOS  ANOELES.    PORTLAND,    SEATTLE. 


I 


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62 

Fenders   and   Wheel   Gnards 

Brill  Co..  The  J.  G. 

Cincinnati  Car  Co. 

Star  Brass  Works 
Fibre  and  Fibre  Tublns 

Westingliouse  E.  &  M,  Co. 
Field  Colls   (See  Colls) 
FlashUKlits 

National    Carbon    Co. 
Floodlights 

Elec.  Service  Supplies  Co. 

General  Electric  Co. 
Floor,   Sub. 

Haskelite  Mfg.  Corp. 
Floors 

Haskelite  Mf?.   Corp. 
Forgrlngs 

Brill  Co..  The  J.  G. 

Carnegie  Steel  Co. 

Cincinnati  Car  Co. 

Columbia    Machine    Works 

Standard   Steel   Works  Co. 
Frogs   H   Crossings,  Tee  Rail 

Bethlehem  Steel  Co. 

Lorain   Steel   Co. 

Ramapo  Ajax  Corp. 

Wm.  Wharton,Jr.&  Co..  Inc. 
Frogs,   Track    <See   Track 

Work) 
Frogs,   Trolle.T 

Electric  Service  Supplies  Co 

General  Electric  Co. 

Ohio  Brass  Co. 

Westinffhouse  E.  &  M.  Co. 
Fonnell  Castings 

Wm.    Wharton.    Jr.    &    Co., 
Inc. 
Fuses  and   Fnse   Boxes 

Coltunbia  Machine  Wks. 

Consolidated    Car     Heating 
Co. 

General    Electric   Co. 

Westinghouse  E.  &  M.  Co. 
Oarage  Equipment 
.Columbia  Machine  Works   & 
M.   I.  Co. 

Westinghouse  Tr.  Br.  Co. 
Gas  Electric  Drive  for  Buses 
*  Tracks 

General  Electric  Co. 
Gas    Producers 

Westinghouse  E.  A  M.  Co. 
Gasoline 

Standard  Oil  Co. 
Gasoline  Torches 

Economy    Electric    Devices 
Co. 

Gates,  Car 

Brill   Co..  The  J.  G. 

Cincinnati  Car  Co. 
Gear  Blanks 

Bethlehem  Steel  Co 

Carnegie  Steel  Co. 

Brill  Co..  The  J.  G. 

Standard  Steel   Works  Co. 
Gear  Cases 

Columbia  Machine  Wks. 

Elec.  Service  Supplies  Co. 

Westinghouse  E.  &  M.  Co. 
Gears   and   Pinions 

Bemis  Car  Truck  Co. 

Bethlehem  Steel  Co. 

Columbia  Machine  Wks. 

Electric    Service    Supplies 

General  Electric  Co. 
National   Railway  Appliance 

Tooi    Steel    Gear   &    Pinion 
Co. 

Generators 

General  Electric  Co 

Westinghouse  E.  &  M.  Co. 
Girder  Ralls 

Bethlehem   Steel  Co. 

Lorain    Steel    Co. 
Gongs   (See  Bells  and  Gongs) 
Grinders   and    Grinding 
Supplies 

Metal  &  Thermit  Corp 

Railway  Trackwork  Co. 
Grinders,  Portable 

Railway  Trackwork  Co. 
Grinders,  Portable  F.lertrlo 

Railway  Trackwork   Co. 
Grinding  Bricks  and   Wheels 

Railway  Trackwork  Co. 
Ground  Wires 

Page  Steel  &  Wire  Co. 
Guard  Rail  Clamps 

Lorain  Steel  Co. 

Ramapo   Ajax  Corp 

Wm.  Wharton,  Jr.  &  Co..Inc. 
Guard    Ralls,    Tee    Rail    and 
Manganese 

Ramano  Alajc  Corp. 

Wm.  Wharton,  Jr.  &  Co..Inc. 
Guards,   Trnller 

Elec.  Service  Supplies  Co. 

Ohio  Brass  Co. 
Harps,    Trolley 

Columbia  Machine  Works  & 
M.  I.  Co, 

Elec.  Service  Supplies  Co. 

General  Electric  Co. 

National  Bearing  Metals 
Corp. 

Ohio  Brass  Co. 

Star  Brass  Works 


ELECTRIC  RAILWAY  JOURNAL 


May  19,  1928 


Headlights 

Elec.  Service  Supplies  Co. 

General   Electric  Co. 

Ohio   Brass   Co. 
Headlining 

Columbia  Machine  Wks. 

Haskelite   Mfg.    Corp. 
Heaters,  Bus 

Nichols- Linlern    Co. 
Heaters,  Car   (Electric) 

Consolidated    Car    Heating 
ing    Co. 

Economy    Electric    Devices 
Co. 

Gold   Car   Heating   &  Light- 
Co. 

Railway  Utility  Co. 

Smith    Heater   Co..   Peter 
Heaters,    Car,    Hot    Air    and 
Water 

Smith  Heater  Co.,  Peter 
Heaters,  Car.  Stove 

Smith  Heater  Co.,  Peter 
Helmets — Welding 

Railway   Trackwork    Co. 

Una  Welding  &  Bonding  Co. 
HoistR 

Sullivan    Machinery    Co. 
Hose,  Bridges 

Ohio  Brass  Co. 
Hose.    Pnenmatlc 

Westinghouse   Traction 
Brake    Co. 

Instrnments,   Measuring, 
Testing   and    Re<'ording 

American   Steel    &  Wire   Co. 

Economy    Electric    Devices 
Co. 

General  Electric  Co. 

National    Railway    Appli- 
ance Co. 

Roller-Smith    Co. 

Westinghouse   E.   &  M.   Co. 
Insulating    Cloth,    Paper   and 
Tape 

General  Electric  Co. 

Irvington  Varnish  &  Ins.  Co. 

Mica  Insulator  Co. 

Okonite  Co. 

Okonite-Cal lender  Cable  Co, 
Inc. 

United   States   Rubber   Co. 

Westinchouse  E.  8c  M.  Co. 
Insnlatlng  Silk 

Irvington  Varnish  &  Ins.  Co. 
Insulating   Varnishes 

Irvington   Varnish  &  Ins.  Co. 
Insulation     (See  also  Paints) 

Electric  Railway  Equipment 
Co. 

Electric  Service  Sup.   Co. 

Irvington  Varnish  &  Ins.  Co. 

Mica  Insulator  Co. 

Okonite  Co. 

Okonite-Callender  Cable  Co. 
Inc. 

TTnitet]    States   Rubber  Co. 

Westinghouse  E.  &   M.  Co. 
Insulation    Slot 

Irvington   Varnish  &  Ins.  Co. 
InMulatnr  Pins 

Elec.  Service  Supplies  Co. 

Ohio  Brass  Co. 
Insulators    (See  also   Line 
Material) 

Electric  Railway  Equipment 
Co. 

Elec.  Service  Supplies  Co. 

General    Electric    Co. 

Hemlngray  Glass  Co. 

Irvington  Varnish  &  Ins,  Co. 

Ohio   Brass  Co 

Westinghouse  E.  &  M.  Co. 
Interior  Side   Linings 

Haskelite  Mfg.  Corp. 

Interurban     Cars     (See    Cars 
Passenger.  Freight  Express 
etc.) 
Jacks    (See  also   Cranes, 
HnUtH   and   Lifts) 

BiKla  Co. 

Columbia  Machine  Wk«. 

Elec    Service   Supplies  Co. 
Joints.  Kail    (See  Rail  Joints) 
Journal    Boxes 

Bemis  Car  Truck   Co. 

Brill  Co..  The  J.  G. 

Cincinnati    Car    Co, 

S.  K.  F.  Industries.  Inc. 
Lamps.  Ouurds  and   Fixtures 

Elec.  Service  Sup.  Co. 

Westinghouse  E.  &  M.  Co. 
Lamps,  Arc  and  Incandescent 
(See  also  Headlights) 

General  Electric  Co. 

Westinghouse  E.  &  M.  Co. 
Lamps.     Signal    and    Marker 

Eiec.  Service  Supplies  Co. 

Nichols-Lintern   Co. 
Lanterns,    Classification 

NicholsLintern  Co. 

Letter  Boards 

Haskelite   Mfg.    Corp. 

Nichols-Lintern     Co. 

Cincinnati  Car  Co. 
Lighting     Fixtures,     Interior 

Electric   Service    Supplies 
Lightning  Protection 

Electric  Service  Sup.  Co. 

General  Electric  Co. 

Westinghouse   E.   &  M.   Co. 


Line  Material  (See  also 
Brackets.  Insulators* 
Wires,  etc. 

Electric  Railway  Equipment 

Co. 
Electric    Service    Sup.    Co. 
General    Electric   Co. 
National  Bearing  Metals 

Corp. 
Ohio  Brass  Co. 
Westinghouse    E.    &   M.   Co. 
Locking  Spring  Boxes 
Lorain  Steel  Co. 
Wm.    Wharton,    Jr.    &    Co.. 

Inc. 

Locomotives,    Electric 

Cincinnati  Car  Co. 
Cummings  Car  &  Coach  Co 
General    Electric   Co. 
St.  Louis  Car  Co. 
Westinghouse   E.   &  M.   Co 
Lubricating   Engineers 
Standard    Oil    Co. 
Universal    Lubricating    Co. 


i..ubrtcants.  Oil  and  Grease 

Standard   Oil   Co. 
Universal  Lubricating  Co. 
Manganese   Parts 
Bemis  Car  Truck  Co. 
Machinery,   Insulating 
Amer.  Insulating  Mach.  Co. 
Manganese  Steel  Castings 
Lorain   Steel  Co. 
Wm.    Wharton.    Jr.    &    Co.. 
Inc. 
Manganese  Steel  Guard  Ralls 
Ramapo    Ajax    Corp. 
Wm.    Wharton.    Jr.    &    Co., 
Inc. 
Manganese    Steel,    Special 
Track    Works 
Bethlehem  Steel  Co. 
Ramapo    Ajax    Corp. 
Wm.    Wharton,    Jr.     &    Co.. 
Inc. 

Manganese    Steel    Switches. 
Frogs   and   Crossings 

Bethlehem  Steel  Co. 

Lorain   Steel  Co. 

Ramapn  Ajax  Corp. 

Wm.    Wharton.    Jr.    &    Co.. 
Inc. 
Meters    (See    Instruments) 

Roller-Smith    Co. 
Mica 

Mica  Insulator  Co. 
Mirrors.    Inside    and    Outside 

Cincinnati    Car   Co. 
Motor  Buses    (See  Buses) 
Motors.    Generators    &    Con- 
trols  for  Gas   Electric  Buses 

General  Electric  Co. 
Motors,    Electric 

General  Electric  Co. 

Westinghouse  E.  &  M.   Co. 

Motorman's  Seats 

Brill   Co..    The   J.    G. 

Cincinnati  Car  Co. 

Electric  Service  Sup.  Co. 

Hale-Kilburn   Co. 
Nuts  and  Bolts 

Bemis  Car  Truck   Co. 

Bethlehem    Steel   Co. 

Cincinnati    Car    Co. 
Olimmeters 

Roller-Smith    Co. 
Omnibuses    (See  Buses) 
Ovens 

Young  Bros. 
Oxy-Acetylene     (See    Cutting 

Apparatus) 
Parking 

United    States    Rubber   Co. 

Westinghouse    Traction 

Brake   Co. 

Paint  Spraying  Units 

Biiiks  Spray  Equipment  Co. 
Paints  and  Varnishes    (Insu- 
lating) 

Electric  Service  Sup.   Co. 

Irvington    Varnish    &    Ins. 
Co. 

Mica  Insulator  Co. 
Paints  &  Varnishes,  Railway 

National  Ry.  Appliance  Co. 
Panels.  Outside.  Inside 

Haskelite    Mfg.    Corp. 
Pavement  Breakers 

Sullivan    Machinery    Co. 
Paving  Material 

American   Brake   Shoe   & 
Foundry    Co. 

Pickups.    Trolley    Wire 

Elec.  Service  Supplies  Co. 

Ohio  Brass  Co. 
Pinion  Pullers 

Drew  Elec.  &  Mfg.  Co. 

Elec,    Service    Supplies    Co. 
Pinions   (See  Gears) 
Pins.    Case    Hardened.    Wood 
and    Iron 

Bemis   Car  Truck   Co. 

Ohio    Brass    Co. 

Westinghouse  Tr.  Brake  Co. 
Pipe   Fittings 

Standard  Steel  Works  Co. 

Westinghouse  Tr.  Brake  Co. 
Planers  (See  Machine  Tools) 
Plates  for  Tee  Rail  Switches 

Ramapo    Ajax    Corp, 


Pliers,    Rubber    Insulated 

Electric  Service  Sup.  Co. 
Plywood    (Roofs,  Headlining 
Floors,   Interior   Panels, 
Bulkiieads.  Trass  Planks) 
Haskelite    Mfg.    Corp. 
Pole  Line  Hardware 
Bethlehem  Steel  Co. 
Electric  Service  Sup.  Co. 
General   Electric  Co. 
Ohio  Brass  Co. 
Poles,   Metal   Street 
Electric  Railway  EquipmeBi 
Co. 

Poles,  Ties,  Posts,  Piling 
and  Lumber 

American   Creosoting   Co. 

Bell   Lumber   Co. 

International    Creosoting    & 
Construction   Co. 

J.  F.  Prettyman  &  Son 

Wood  Conversion  Co. 
Poles    &   Ties,    Treated 

American   Ci'eoHoting   Co, 

Bell   Lumber   Co. 

International    Creosoting^    & 
Construction  Co. 

Wood  Conversion  Co. 
Poles,    Trolley 

Bell   Lumber   Co. 

Electric   Service  Sup.    Co. 
Poles,  Tubular  Steel 

Electric  Railway  Equipment 
Co. 

Electric   Service   Sup,   Co. 
Portable   (irinders 

Butla  Co. 
Pot head 8 

Okonite    Co. 

Okonite-Callender   Cable   Co. 

Inc. 
Power   Saving   Devices 

Economy    Electric    Devices 
Co. 

National  Railway  Appliance 
Co. 
Pressings.  Special  Steel 

Cincinnati    Car    Co. 
Pressure  Regulators 

General  Electric  Co. 

Westinghouse    E.    &   M.    Co. 

Westinghouse   Traction 
Brake   Co. 
Pumps,    .-lir    Lift 

Sullivan    Machinerj    Co. 
Pumps,  Vacuum 

Sullivan    Machinery    Co. 

Punches,  Ticket 

International  Register  Co. 
Rail  Braces  and  Fastenings 

Ramapo    Ajax   Corp. 
Rail  Grinders    (See  Grinders) 
Rail  Joints 

Illinois    Steel    Co. 

Rail  Joint  Co..  The 
Rail   Joints — Welded 

Lorain    Steel   Co. 

Metal  &  Thermit  Corp. 
Rails.  Steel 

Bethlehem  Steel  Co. 

Illinois    Steel    Co. 
Rail    Welding 

Metal  &  Thermit  Corp. 

Railway  Trackwork  (5o. 

Una  Welding  &  Bonding  Co. 
Railway  Safety  Switches 

Consolidated  Car  Heating  Go 

Westinghouse  E.  &  M.  Co. 
Rattan 

Brill  Co..  The  J.  G. 

f'lnnmings  Car  &  Coach  Co 

fllectric  Service  Sup.  Co. 

Hale-Kilburn  Co. 
Registers  and  Fittings 

Brill  Co..  The  J.  G. 

CincinTiatl  Car  Co. 

Electric  Service  Sup.  Co. 

International  Register  Co. 

Morey  Meters.  Inc. 

Reinforcement.  Concrete 

Amer.  Steel  &  Wire  Co. 

Bethlehem   Steel  Co. 

Carnegie  Steel  Co. 
Repair  Shop  Appliances   (See 
also  Coll  Bunding  and 
Winding    Machines) 

Elec.  Service  Supplies  Co. 
Repair  Work  (See  also  Colls) 

Westinghouse  E.  &  M.  Co. 
Replacers,  Car 

Cincinnati  Car  Co. 

Electric  Service  Sup.  Co. 
Resistances 

fotisolidated  Car  Heating  Co 

Gnneral  Electric  Co. 
Resistance,  Wire  and  Tube 

American   Steel    &   Wire  Co. 

Westinghouse   E.   &  M.  Co. 
Retrievers,  Trolley   (See 
('atchers   and    Retrievers, 
Trolley) 
Rheostats 

GfMieral  Electric  Co. 

Mica  Insulator  Co. 

Westinghouse  E.   &  M.   Co. 
Roller  Bearings 

Hyjilt   Roller  Bearing  Co. 
RooUng,   Car 

Haskelite  Mfg.  Corp, 


Roofs.  Car  &  Bus 

Haskelite  Mfg.  Corp. 
Rubber   Specialties    of   all 
Kinds 

United   States   Rubber  Co. 
Sanders,   Track. 

Brill  Co..  The  J.  G. 

O.  M.  Edwards  Co..  Inc. 

Electric  Service  Sup.  Co. 

Nichols-Lintern  Co. 

Ohio  Brass  Co. 
Sash  Fixtures,  Car 

Brill  Co..   The  J.  G. 

Edwards  Co..  Inc..  O.  M. 

Cincinnati  Car  Co. 
Sash,  Metal.    Car  Window 

Edwards  Co..  Inc..  O.  M. 

Hale-Kilburn   Co. 
Scrapers,   Track    (See    Clean- 
ers and  Scrapers,  Trcvck) 
Screw  Drivers,  Rubber 
Insulated 

Electric  Service  Sup.  Co. 
Seating   Materials 

Brill  Co..  The  J.  G. 

Fitzjohn  Mfg.   Co. 

Hale-Kilburn    Co. 

Haskelite  Mfg.  Corp. 
Seats.  Bus 

Brill  Co..  The  J.  G. 

Hale-Kilburn   Co. 
Seats,  Car   (See  also  Rattan) 

Brill   Co..  The  J.  G. 

Cincinnati  Car  Co. 

Hale-Kilburn   Co. 
Second  Hand  Equipment 

Electric   Equipment    Co. 
Shades.   Vestibule 

Brill  Co..  TheJ.  G. 

Cincinnati  Car  Co. 
Short   Circuit    Finders 

Ideal  Commutator  Dresser 
Co. 

Shovels 

Brill  Co..   The  J.  G. 
Shovels.   Power 

Brill  Co..  The  J.  G. 
Side  Bearings    (See  Bearing 

Center   and   Side) 
Signals.  Car  Starting 
Consolidated   Car  Heating  Co 
Electric  Service  Sup.  Co. 
National  Pneumatic  Co.. 
Inc. 
Signals,  Indicating 

Nichols-Lintern    Co 
Signal   Systems.   Block 
Electric  Service  Sup.  Co. 
Nachod  &  U.  S.  Signal  Co. 
Signal   Systems,  Highway 
Crossing 
Nachod  &  U.  S.  Signal  Co. 
Slack    Adjusters    (See    Brake 

Adjusters) 
Slag 

Carnegie  Steel  Co. 
Sleet  Wheels  and  Cutters 
Columbia  Machine  Wks. 
Cincinnati  Car  Co. 
Electric  Ry.  Improvement 

Co. 
Electric  Railway  Equipment 

Co. 
Electric  Service  Supplies  Co. 
National  Bearing  Metals 
Corp. 
Smokestarks.   Car 

Nichols-Lintern    Co. 
Snow    Plows 
National    Railway  Appllanco  1 
Co. 
Snow-Plows,     Sweeiiera     and  j 

Brooms 
Brill  Co..  J.  G. 
Columbia  Machine  WUs. 
Cummings  Car  &  Coach  Co 
Snow  Sweeper,  Rattan 
Brill  Co..  J.  G. 
Soldering     and     Rrazlnf;     Ap 
paratuH     (See    Welding 
Processes    and    Api>aratusl| 
Special    Adhesive    Papers 

Irvington   Varnish  &  Ins.  < 
Special    Trackwork 
Bethlehem   Steel  Co. 
Biida  ("o. 

Wm.  Wharton,  Jr.  &  Co.. 
Lorain  Steel  Co. 

Spikes 
American  Steel   &  Wire 
Illinois    Steel    Co. 

Splicing  Compounds 

United   States    Rubber   Co, 
Westinghouse  E.  &  M.  Co.] 

Splicing  Sleeves   (See  Clan 
and    Connectors) 

Springs 
National     Railway    Appli- 
ance   Co. 

Springs,  Car  and  Truck 

American  Steel  Foundries 
Amer.   Steel   &   Wire  Co. 

I     Bemis  Car  Truck  Co. 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
I     Standard  Steel  Works  Co. 

I        (ConUtnicd  on  page  04:) 


i 


Mav  19.  1928 


ELECTRIC  RAILWAY  JOURNAL 


63 


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Let  the 

Passenger 

Audit 


Company 


i  An    instantaneous    audit    by    the    passenger    of  | 

I  NICKELS,  DIMES,  QUARTERS,  METAL  | 

I  TICKETS  in  various  combinations.  ,    i 

I  PORTABLE— STATIONARY   or   ELECTRIC— Posi-  | 

I  tive  at-the-source  protection  for  your  revenue.  | 

I  Money-Meters,  Inc.     l^S^X  R^,t..^^;  | 

I  3209  Book  Tower,  Detroit,  Mich.  | 

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a 


POSITIONS  WANTED 


" 


is  the  heading  under  which  many  excellent 
positions    have  been   secured  through    the 

"SEARCHLIGHT    gECTION" 

MEN!     Use  these  columns  for  good  jobs. 

EMPLOYERS!     Consult  these  columns  for 
good  men. 


i     a 


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"These  1928  Improved         | 

TFiTTAT      COMMUTATOR  I 
lLJ£j±\l^    RESURFAGERS    | 

g-ive    2B%    more  reason   than  ever  before   for      i 

adopting-  them."  = 

Ideal     Commutator     Resurfacers    have     always  i 

i>een     the     fastest    cutting:,    longrest    lived    and  = 

most  reliable  dressers,  and  now  they  are  26%  i 

more  efficient  than  ever.  1 

85%  Copper  Grindlngs  § 

15%   Resurfacer  and  Carbon  i 

Brush  Grindines  \ 

Only  Ideal  Can  Show  This  Efficiency  | 

I  Ideal  CoinniDtator  Dresser  Co.»  1019  Park  Ave.,  Sycamore,  III.     4-28  I 

=  Please   send   details  of   your    10-tlay'  FREE   TRIAL  offer.  | 

I  Name    Position    | 

=  Company      5 

i  Address     s 

I  City   and    State    | 

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STUCKI   I 

SIDE      I 

BEARINGS  I 

A.  STUCKI  CO.  I 

Oliver  Bldg.        | 

Pittsburgh,    Pa.  1 


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! 


=       4  cents  a  word.         Minimum  75  cents  an  insertion,       | 

I  0131         I 

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I  Efficient  Bus  Heating 

I  with 

The  N-L  Venti-Duct  Heater 


I  THE  NICHOLS-LINTERN  CO.  I 

I  7960  Lorain  Ave.  Cleveland,  Ohio  I 

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I    I    CAR  COMFORT  WITH     HEATERS 


Electrical  Wires  &  Cables!  I     UTILITY     l^^^i^I^^l 


John  A.  Roebling's  Sons  Co.  Trenton,  N.  J.  | 

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I  Your  Name  I 

I  in  this  space  in  all  issues  where  larger  | 

I  display  space  is  not  used  backs  up  your  I 

I  advertising    campaign    and    keeps    your  | 

I  name  in  the  classified  section.  | 

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HASKELITE  ROOF 


Haskelite  Manufacturing  Corporation, 
133  West  WashloKtoD  Stmt.  Chicseo 


PLYMETLSIDEPANELS 


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I  ^Y""""",'^  Car  Heating  and  Ventilating         | 


VENTILATORS 


i       2341-2247    Indiana    St. 
s  Chicago,  m. 


Write  for 
Catalogue 


1328  Broadway 
New  York,  N.  Y. 


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I     RAIL  JOINTS 


I  The  Rail  Joint  Company 

I  165  Broadway,  New  York  City 

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Gets  Every  Fare 

PEREY  TURNSTILES 
or  PASSIMETERS 

Use  them  in  your  Prepayment  Areas  and 
Street  Cars 

Perey  Manufacturing  Co.,  Inc. 

101  Park  Avenue,  New  York  City 
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— are  no  longer  operating  problems.  We  can  show  you 
how  to  take  care  of  both  with  one  equipment.  The  Peter 
Smith  Forced  Ventilation  Hot  Air  Heater  will  save.  In 
addition,  40%  to  60%  of  the  cost  of  any  other  car  heat- 
ing  and   ventilating    system.      Write   for   details. 


iSl;;         The  Peter  Smith  Heater  Company 
'7I|III||||||||^^  6209  Hamilton  Ave.,  Detroit,  Mich. 


/N  Rod,Wire  and  Cable  Products 

ANA^COKIDA  anaconda coppermining  company 

fnm  mjn^KcoAp.,       .j.yg    AMERICAN    BRASS     COMPANY 
■'■•'bi~"  General  Offices    -    -    25  Broadwav,  New  York 

ANACONDA  TROLLEY  WIRE 


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64 


ELECTRIC  RAILWAY  JOURNAL 


May  19,  1928 


ALPHABETICAL  INDEX  TO  ADVERTISEMENTS 

This  index  is  published  as  a  conTenience  to  the  reader.    Every  care  is  taken  to  make  it 
accurate,  but  Electric  Railway  Journal  assumes  no  responsibility  for  errors  or  omissions. 


Pase 

American   Brake   Shoe   & 

Foundry   Co..    The 41 

American  Brass  Co.,  The 63 

American  Car  Co Third  Cover 

American  Creosotinp  Co 43 

American  Insulating  Mach.  Co..    61 

American  Steel  Foundries 6 

American  Steel  &  Wire  Co 61 

Anaconda  Copper  Mining:  Co..  ..    63 

Babcock  &  Wilcox  Co 57 

Bates  Exp.  Steel  Truss  Co 55 

Beeler  Orsranization,    The 66 

Bell    Lumber    Co 67 

Bemis   Car   Truck    Co 58 

Bender  Body  Co.,  The 27 

Bethlehem  Steel  Co 58 

Bibbins,  Rowland  J 56 

Binks  Spray  Equipment  Co 50 

Brill  Co.,  The  J.  G.  .  .  .Third  Cover 
Buchanan  &  Laying:  Corporation .  57 
Buda  Company.   The 37 

Cincinnati    Car    Co 19 

Cleveland  Fare  Box  Co..  The.  . .  57 

CoUler.  Inc..   Barron   G 46 

Columbia  Machine  Works  & 

M.  I.  Co 61 

Commonwealth    Steel    Co 48 

Consolidated  Car  Heating  Co .  .  .  61 

CummiDg:s  Car  A  Coach  Co.  . .  .  8 

Dayton  Mechanical  Tie  Co. 

Insert  29,  30 

Day  &  Zimmerman,  Inc 56 

Differential  Steel  Car  Co,,  The .  .  58 

Drum  4  Co.,  A.  L 56 

Earn,   C.   1 62 

Economy  Electric  Devices  Co.  16.  17 

Edwards  Co,,  O.  M 38 

Electric  Equipment  Co 69 


Pace 

Electric  Railway   Equipment   Co.   51 
Electrical   Railway    Improvement 

Co..   The    47 

Electric   Service  Supplies   Co...      7 
Elliott-Thompson   Electric  Co.. 

The    58 

FaUe  &  Co..  E.  H 56 

Fitijohn   Mfg:.    Co 33 

Ford.  Bacon  tc  Davis,  Inc 56 

■For  Sale"  Ads 69 

General  Tire  &  Rubber  Co.,  The,  36 
General  Electric  Co., 

21,  22  and  Back  Cover 

Gold  Car  Heating:  &  Ltg.  Co .  . .  57 
Goodyear  Tire  &  Rubber  Co.. 

The     24.  25 

Griffin   Wheel  Co 55 

Hale  &  Kilbum  Co 28 

Haskelite  Mfff.  Corp 83 

■Help   Wanted"    Ads 69 

Hemingray  Glass  Co 54 

HemphiU    &   Wells 56 

Hoist   Enrlehardt   W 56 

Hyatt   Roller  Bearing  Co 38 

Ideal  Commutator  Dresser  Co .  .  .  83 

Illinois   Motive   Equipment   Co.  .  67 

Illinois  Steel  Co 45 

International    Creosotinff    & 

Construction    Co 20 

International  Register  Co 58 

International  Steel  Tie  Co., 

Front  Cover 
Irvington  Varnish  &  Insulator 

Co 57 

Jackson,  Walter   58 

Johnson  Fare  Box  Co 64 


Pag:e 

Kelker,  DeLeuw  *  Co 56 

Kuhlman  Car  Co Third  Cover 

Lorain  Steel  Co,,  The 61 

McCardell    Co,.    J.    R 54 

McClellan    &    Junkersleld 56 

McGovern.    Halsey    57 

McGraw-HUl  Book  Co 54 

Metal -Thermit   Corp 18 

Mica  Insulator  Co 52 

Money-Meters.    Inc 83 

Morganite  Brush  Co.,  Inc 53 

Nachod  and  United  States  Signal 

Co.,   Inc 66 

National  Bearing  Metals  Corp ,  .  .  62 

National  Brake  Co..  Inc 23 

National  Carbon  Co 42 

National  Pneumatic  Co 15 

National  Railway  Appliance  Co.  61 

Nichols-Lintern    Co..    The 83 

Norma-Hoffmann  Bearings  Corp.  48 

Ohio   Brass   Co 5 

Okonite-Callender  Cable  Co.,  Inc.. 

The    58 

Okonite  Co..  The 58 

Page  Steel   &  Wire  Co. 

49  and  Insert  39.  40 

Perey  MJg.  Co..  Inc 03 

Positions  Wanted  and   Vacant.  .  59 

Prettyman  &  Sons,  J.  P 53 

Rail  Joint  Co.,  The 03 

Railway  Track-work  Co 4 

Railway  Utility   Co 83 

Ramapo-Ajax  Co 67 

Richey,    Albert   S 50 


Page 

Roebling's  Sons  Co..  John  A .  . .  .   63 
Roller-Smith   Co 50 

Sanderson  &  Porter 58 

Searchlight   Section    59 

Scovill    Manufacturing   Co 32 

Shuler   Axle   Co 52 

Smith   Heater  Co..  Peter 83 

Standard  Oil  Co 34 

Standard   Steel  Works  Co 10 

Star   Brass  Works 61 

Stevens   &  Wood.   Inc 66 

Stone  &  Webster 56 

Stuckl  Co..  A 63 

Sullivan  Machinery  Co 61 

Tool  Steel  Gear  &  Pinion  Co. 

Insert  824A  j 

Una  Welding  &  Bonding  Co.  .  . .    671 

United  State  Rubber  Co S\\ 

Universal  Lubricating  Co. 

Insert  82481 

Versare  Corp.   .Insert  11.  12.  13,  14  | 

"Want"  Ads    69 1 

Wason  Mfg.  Co Third  Cover  J 

Westinghonse  Electric  &  Mfg.  Co. 

Second  Cover  j 
Westlnghouse  Traction  Brake  Co.     0  \ 

Wharton.   Jr.    &   Co..    Wm St] 

"What  and  Where  to   Buy", 

60,     62.    64] 
White  Engineering  Corp.,  J.  G .  .   66  ] 

Willard  Storage  Batteries 26  i 

Wish  Service,  The  P.  Edw 67  ] 

Wood  Conversion  Co 49  3 

Young    Brothers   Co....  Insert  824B  I 


Sprinklers,  Traeic  and 

Brill   Co..    The  J.   O 

Cummings  Car  &  Coach  Co 
Steel  ud  Steel  Prodoets 

American  Steel  A  Wire  Co. 

Ullnois    Steel    Co. 
Steps,  Car 

Brill  Co..  The  J.  O 

Cincinnati  Car  Co. 
Stokers,  Mechanical 

Babcock  &  Wilcox  Co. 

Westlnghouse  E.  4  M    Co 
Stones    (Commutator) 

Ideal    Coniinulalor    Dresser 
Co. 
Stop  Signals 

Nfchols-Llntem   Co. 
Storage    Batteries    (See   Bat- 
teries,   storage) 
Strain,     Insulators 

Electric  Service  Suppliea  Co 

General  Electric  Co. 

Ohio   Brass  Co 

Westlnghouse  E.  4  M.  Co 
Strand 

American  Sleel  4  Wire  Ck). 

Roeblings  Sons  Co..  J.   A. 
Street  Cars    (See  Cars,   Paa- 
•ennir.    Freight.    Express, 

Snperheateni 

Babcock  4  Wilcox  Co. 
Sweepers,    Snow    (See    Snow 
Plows,  Sweepers  and 
Brooms) 
Switch    Stands   and    FIxtores 

Ramapo  Ajax  Corp. 
Switches 

General  Electric  Co 
Switches,   Srlertor 

Nlchols-Llntern  Co 
Switches    and    Swilrhboarda 
Consolidated  Car  Heating 

Co. 
Electric   Service  Sup.   Co. 
Westinghonse  E.  4  M    Co 
Switches,   Tee   Rail 

Ramapo  Ajax  Corp. 
Switches,  Track    (See  Track 

Special  Work) 
H.vnrhrosc<M>es 

RollerSmilh    Co. 
Tampers,  Tie 

Railway  Trackwork  Co. 
Tapes  and  Cloths   (See  Insn- 
latlng    Cloth,     Paper     and 
Tape) 

Tee  Rail  Special  Track  Work 
Bethlehem  Steel  Co. 
I,«rain   Steel  Co. 
Ramano    Ajax   Corp. 
Wm.  Wharton.  Jr.  4  Co.,  Inc. 


WHAT  AND  WHERE  TO  BUY— Continued  from  page  62 


Telephones    and    Parts 

Electric  Service  Sup.  (Jo. 
Telephone  A  Telecraph  Wire 
American  Steel  4  Wire  Co. 
J.   A.  Roeblings  Sons  Co. 
Testing  Instmments    (See  In- 
struments, Electrical  Meas- 
uring, Testing,  etc.) 
Thermostats 
Consolidated  Car  HeattngCo. 
Gold   Car   Heating   4  Light- 
ing Co. 
Railway  Utility  Co. 
Smith   Heater  Co..  Peter 
Ticket   Choppers  4  Destroyers 

Electric   Service   Sup.   Co. 
Ties,  Mechanical 

Dayton  Mechanical  Tie  Co. 
Tie  Plates 
Illinois  Steel   Co. 
Ties  and  Tie  Rods,  Steel 

International    Steel   Tie   Co. 
Ties,  Wood  Cross   (See  Poles 

Ties,  Posts,  ete.) 
Tires 
General   Tire   4   Rubber  Co 
Goodyear  Tire  4  Rubber 

Co.,  The 
United  States  Rubber  Co. 
Tokens 
Johnson  Fare  Box  Co. 
Scovill    Manufacturing  Co. 
Tongue    Switches 
Wm.    Wharton.    Jr.    4    Co., 
Inc. 
Tool   Steel 
Bethlehem  Steel  Co. 
Carnegie  Steel  Co. 
Tools,  Track  4  Miscellaneous 
Amer.  Steel  4  Wire  Co. 
Columbia  Machine  Wks. 
Electric  Service  Sup.  Co. 
Railway  Trackwork  Co. 
Torches,  Acetylene  (See  Cat- 
ting  Apparatns) 
Tower  Wagons  4  Auto 
Trucks 
McCardell  Co.,  J.  R. 
Towers   and   Transmission 
Structures 
Bates  Exp.  Steel  Corp. 
Westlnghouse  E.  4  M.  Co. 
Track  Expansion  Joints 
Wm.    Wharton.    Jr    4    (^.. 
Inc. 
Track  Grinders 
Mnlal   4  Thermit  Corp. 
Railway   Trackwork   Co. 
Ramapo    Ajax    Corp. 
Una  Welding  4  Bonding  Co 


Track,  Special   Work 

Bethlehem  Steel  Co. 

Columbia  Machine  Wks. 

Ramapo  Ajax  Corp. 

Wm.    Wharton.    Jr.    4    Co., 
Inc, 
Trackless  Trolley  Cars 

Brill    Co.,    The   J.    G. 
Transfers    (See  Tickets) 
Transformers 

General    Electric   Co. 

Westlnghouse  E.  4  M.  Co. 
Treads  Safety  Stair  Car  Step 

Cincinnati    Car    Co. 
Tree,    Wire 

Okonite  Co. 

Okonite-Callender  Cable  Co. 
Trolley  Bases 

National  Bearing  .Metals 
Corp. 

Ohio   Brass  Co. 
Trolley   Bases,   Retrieving 

Ohio  Brass  Co. 
Trolley    Buses 

Brill  Co..  The  J.  G. 

Westlnghouse  E.  4  M.  Co. 
Trolley   Material    (Overhead) 

Electric   Service   Sup.   Co. 

General  Electric  Co. 

National  Bearing  Metals 
Corp. 

Ohio  Brass  Co. 

Westlnghouse  E.  4  M.  Co. 
Trolley    Wheel    Bushings 

National  Bearing  Metals 
Corp. 

Star  Brass  Works 
Trolley  Wheels    (See  Wheels, 

Trolley) 
Trolley  Wire 

American  Brass  Co. 

American    Steel    Foundries 

Amer.  Steel  4  Wire  Co. 

Anaconda  Copper  Mtn.  Co. 

Page  Steel  4  Wire  Co. 

Roeblings  Sons  Co..  J.  A. 
Trucks,  Car 

Bemis  Car  Truck  Co. 

Brill  Co..  The  J.  O. 

Cincinnati   Car  Co. 

Commonwealth   Steel  Corp. 

Cummings  (jar  &  Coach  Co 
Truss  Planks 

Haskelite    Mfg.    Corp. 
Tnhing,     Yellow     and     Black 

Flexible  Varnish 
Irvington  Varnish  4  Ins.  Co. 
Turbine,  Steam 

General  Electric  Co. 

Westlnghouse  E.  4  M.  Co. 


Tnrnstilea 

Electric   Service  Sup.  Co. 

Perey  Mfg.  Co.,  Inc. 
Turntables 

Electrio  Service  Supplies  Co. 
Valves 

Ohio   Brass  Co. 

Westlnghouse   Tr.    Br.    Co. 
Varnished    Papers    and    Silks 

Irvington  Varnish  4  Ins.  Co. 

Ventilators 

National  Ry.  Appliance  Co. 
Ventilators,  Car 

Brill   Co..   The  J.   O. 

Cincinnati  Car  Co. 

Consolidated  Car  Heating  Co. 

Nichols-Lintern   Co. 

Railway  Utility  Co. 

Vestibule    Linings 

Haskelito   Mfg.   Corp. 
Voltmeters 

Rollcr-Sniilh    Co, 

Welded  Rail  Joints 

Electric  Ry.  Improvement 
Co. 

Lorain  Steel  Co..  The 

Metal  4  Thermit  Corp. 

Railway  Trackwork  Co. 

Una  Welding  4  Bonding  Co 
Welders,    I'ortable    Electric 

Electric  Ry.  Improvement 
Co. 

General   Electric  Co. 

Ohio  Brass  Co. 

Railway   Trackwork   Co. 

Una  Welding  4  Bonding  Co. 

Westlnghouse  E.  4  M.  Co. 
Welders,  Rail  Joint 

General  Electric  Co. 

Ohio    Brans    C?o. 

Railway  Trackwork  Co. 
Welding  Processes  and 
Apparatus 

Electric  Ry.  Improvement 
Co. 

Metal  4  Thermit  Corp. 

Ohio   Brass  Co. 

Railway  Trackwork  Co. 

Una  Welding  4  Bonding  Co. 

Westlnghouse  E.  4  M.  Co. 
Welding  Steel 

Electric  Ry.  Improvement 
Co. 

Railway  Trackwork  Co. 

Una  Welding  4  Bonding  Co. 

Welding  Wire 
American  Steel  4  Wire  Co. 
Railway  Trackwork  Co. 
Roebling's  Sons  Co..  J.  A. 


Welding  Wire  and  Rods 
Page  Steel  4  Wire  Co. 
Railway  Trackwork  Co. 
Wheel   Guards    (See    Fenden  { 

and  Wheel  Guards) 
Wheel  Presses    (See  Haehlne  | 
Tools) 

Wlieels,  Car,  Cast  Iron 

Griffin  Wheel  Co. 
Wheels,  Car  Steel  A  Steel  Tlr*  j 

American    Steel    Foundries 
Bemis  Car  Truck  Co. 
Illinois    Steel    Co. 
Standard  Sleel   Works  Co. 

Wheels,  Trolley 

Columbia  Machine  Wks. 
Electric  Railway  Equipment! 

Co. 

Electric  Service  Supplies  Ca,| 
National  Bearing  Metals 

Corp. 
Ohio  Brass  Co. 
Star  Brass  Works 

Wheels,   Wrought  Steel 

Illinois    Steel    Co. 

Whistles,  Air 
Ohio  Brass  Co. 
Westlnghouse  E.  4  M.  Co. 
Westinghonse    Traction 
Brake  Co. 

Window  Guards  A  Fittings 

Cinciiuiati  Car  Co. 

Wire    Connectors 

(Solderless  4  Tapeless) 
Ideal    Commutator    Dresser 
Co. 

Wire   Splicing   Plyers 
ideal    Commutator    Dresser  J 
Co. 

Wire,  Copper  Covered  Steel 
Page  Steel  4  Wire  Co. 

Wire  Rope 
Amer.  Steel  4  Wire  Co. 
Roebling's  Sons  Co.,  J.  A. 

Wires  and  Cables 

American  Brass  Co. 
Amer.  Steel  4  Wire  Co. 
Anaconda  Copper  Min.  Co. 
General   Electric  Co. 
Okonite  Co. 

Okonite-Callender    Cable  < 
Page  Steel  4  Wire  Co. 
Roebling's  Sons  Co.    J.  A. 
Westlnghouse  E.  4  M.  Co. 

WomI   Preservations 

Atncftcfm   CrcoHotitig  Co. 


Mux  19.  1928 


ELECTRIC  RAILWAY  JOURXAL 


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■  -:^'S^i^^:!i:l^-^;^ 


5;>-"! . 


^m 


1927  was  the  most  successful  year  in  the  history  of  the 
Arkansas  Power  and  Light  Company-,  Little  Rock,  Arkansas. 
As  reported  in  the  Eleetric  Railivay  Journal,  May  5,  the  very 
fa\orable  net  profits  which  accrued  were  attributed  to  their 
modernization  program,  started  with  the  purchase  of  eight 
double-truck  cars  built  by  the  American  Car  Company  and 
followed  b\  thirty  single-truck  cars  purchased  from  the  same 
compan\    in   1926. 

Increased  speed,  lower  maintenance  and  added  comfort  are 
factors  in  which  these  Brill  Modern  Cars  are  performing  an 
important  part. 

The  attractive  earnings  in  Little  Rtxk  are  typical  of  the  profit 
producing  possibilities  of  Brill  Modern  Cars  as  successful  com- 
petitors of  the  family  automobile. 

Write  lor  the  Brill   Car  Catalog  and   learn 
the  "what,"  "how"  and  "why"  of  modern  cars. 

M  The  J.  G.  Brill  Company  11 

^•^  Pmi_A.DE:i_PMiA..  Pa.  ItJs 


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mi 


Make  sure  that  your 
gearing  bears  this  mark. 
The  unsiarpassed  research 
facilities  of  General  Elec- 
tric, together  with  its 
manufacturing  and  test- 
ing resources,  assure  a 
product  of  lasting  depend- 
ability. 


^      * 


1925 -G^E  Gears  Installed 
1926 --G-E  Gears  Standard 
1927 --G-E  Gears  Standard 

The  Chicago  Surface  Lines  chose  G-E  improved 
Grade  M  gears  and  pinions  for  a  large  part  of 
its  1925  requirements.  As  a  result,  G-E  gearing 
was  specified  for  all  1926  requirements,  and 
now  in  1928,  General  Electric  gearing  continues 
to  be  the  standard. 

Gears  and  pinions  which  thus  meet  the  rigorous, 
rapid-acceleration  demands  of  service  in  Chicago 
have  proved  their  worth. 

Use  your  G-E  Railway  Supplies  Catalog 
to  simplify  your  buying 


330-59 


GENERAL  ELECTRIC 


GENERAL     ELECTRIC     COMPANY,      SCHENECTADY, 


SALES     OFFICES     IN     PRINCIPAL     CITIES 


^ 


gATLWAY 


JOURNAL 


(ill  Publishing  Companyj^  Inc. 


MAY  26,  1928 


mam 


m^^usm 


Twenty  Cents  Per  Copy 


1 


Timken  Thrust-Radial 
Capacity  for  Armatures 

Reduced  friction  in  armature  bearings  is  highly 
desirable.  But  extremefKdurance  is  absolutely  indispen- 
sable. BOTH  can  be  had  in  Timken-equipped  railway 
motors,  because  Timkens  are  the  anti-friction  bear- 
ings which  provide  greater  load  carrying  area,  full 
thrust-radial  capacity,  highest  shock  resistance,  and 
positive  closure. 

Wear  in  all  its  forms  is  balked  by  Timken  Bearings 
with  their  exclusive  combination  of  Timken  tapered 
construction,  Timken  POSITIVELY  ALIGNED  ROLLS, 
and  Timken-made  electric  steel.  Timken-mounted 
armatures  remain  perfectly  centered, free  from  the  risk 
of  abrasion  and  burn-out.  Maintenance  is  reduced  to 
a  matter  of  lubricating  only  a  few  times  yearly! 

Timken  Bearings  in  both  railway  motors  and  journals 
are  a  direct  step  toward  economical,  smooth,  contin- 
uous on-schedule  operation.  Getthe  data  from  Timken 
or  motor  manufacturers. 

THE  TIMKEN  ROLLER  BEARING  COMPANV,  CANTON,  OHIO 


ELECTRIC  RAILWAY  JOURNAL 


May  26,  1928 


'I//////IIIIIIIIIIHI 


Another  big  improvement 

in  Electric  Car  Drive 


The  New  W^N  Drive 

Back  in  the  early  days  most  operating  men  thought  that  the  cast  steel  spur  gear 
was  the  last  word  in  car  drives —  until  they  tried  the  Nuttall  Helicals. 

Now  comes  another  big  improvement  known  as  the  new  W-N  Drive,  the  speed 
reducer  of  the  traction  field,  a  unit  consisting  of  heat  treated  helical  gears  mounted 
in]an  oil  tight  steel  case  and  revolving  on  Timken  RollerjBearings  in  a  continuous 
bath  of  oil. 

With  the  W-N  Drive  you  can  take  full  advantage  of  the  efficiency  of  modem 
high  speed  motors,  gearing  themldown  without  loss,  to  deliver  an  even  flow  of 
power,  with  smooth  starting,  quick  acceleration  and  quiet  operation. 

The  new  W-N  Drive  is  economical  both  in  original  cost  and  upkeep  as  well  as  in 
the  space  that  it  occupies  on  the  truck.  Let  us  tell  you  more  about  this  latest 
development  in  electric  car  drive. 

RD.NUnALL  COMPANY 

PrnSBURGH^PENNSYLVm 

Canadian  Agents; 
Lyman  Tube  &  Supply  Co.,  Montreal,  Toronto  and  Vancouver 


All    Nuttall    Products    are    sold   through   the 

Wcstinghouse   Electric   &   Mfg.   Co.,  district 

offices.     Refer  your  inquiries  to  the  nearest 

Westinghouse  Office. 


MORBIS  BUCK 
Managing  Editor 

JOHN  A.  MILiER.  Js. 
Associale  Editor 

CLAREKCE  W.  SQUIEB 

Associate  Editor 

OEOBOE  J.  MacSILKRAY 
News  Editor 

0.  W.  JAMES,  Jh. 

Assistant  Editor 


Charles  Gordon,  Editor 


L.  F.  STOIX 
General  Manager 


HENKY  W.  BLAKE 
Senior  Editor 
U  H.  CHURCH 
Assistant  Editor,  Chlcaio 
PAITL  WOOTON 
Washington  Correspondent 

ALEX  MoCALLUM 
Editorial  Representative 
London,  England 


Vol.  71,  No.  21 


Mav  26,  1928 


Pages  845-884 


CONTENTS 

Worcester  Builds  for  Adequate  Maintenance 848 

Carrying  through  the  rehabihtation  program  agreed  to  last  year, 
the  Worcester  Consohdated  Street  Railway  has  just  completed  a 
new  carhouse  and  garage  on  a  single  plot.  Some  203  cars  and 
50  buses  will  be  operated  from  this  point,  and  there  is  room  for 
expansion,  both  for  cars  and  buses.  This  article  covers  all  the 
facilities  included  in  the  group. 

International  Association  Meets  at  Rome 857 

Reports  on  many  subjects  were  presented  at  the  biennial  con- 
vention of  the  Union  Internationale  de  Tramways,  de  Chemins 
de  fer  d'interet  local  et  de  Transports  Publics  Automobiles. 
This  association,  which  was  organized  in  1885,  has  just  finished 
its  21st  meeting  at  Rome.  The  papers  published  this  week  are: 
"Radial-Axle  Cars,"  by  Charles  Harmel :  "Electric  Railway  Con- 
struction on  City  Reservations,"  by  J.  Lenartowicz ;  "One-Man 
Car  Operation  in  Holland,"  by  P.  Nieuwenhuis;  "Parallel  vs. 
Radial  Axles  for  Cars,"  by  Jean  Castaing.  Abstracts  of  other 
papers  will  appear  in  subsequent  issues. 


Editorials    845 

Before  and  After  the  "Take-Off." 

Space  Demands  E.rceed  All  Expectations. 

Action  on  Merger  Proposal  in  Washington  Postponed. 

Fancy  Retreats  Before  Facts  in  Kansas  City. 

Loose  Talk  About  the  Nezv  York  7-Cent  Fare  Case. 

Group  Meetings  a  Constructive  Force. 

Uniform  Traffic  Ordinance  Desirable. 

Chair  Car  Is  Popular  in  St,  Louis 855 

Culvert  Built  Under  Difficulties 856 

By  M.  R.  Sumner 

Taxes  Doubled  in  Eight  Years 856 


A  Private  Weather  Bureau  Can  Beat  the 
Weather 


Advance  Publicity  Brings  Large  Vote .  . 
Surfac*  Lines  Shows  Interesting  Movie. 

Checks  Indicate  Jitney  Decrease 

Maintenance  Methods  and  Devices.  .  .  . 

Association  Activities 

American  Association  News 

News  of  the  Industry ,«»t,'  •  •  ■ 


.861 
.862 
.862 
.862 
.863 
.866 
.868 
.869 


Coming — An  Article  on  Pittsburgh's  New  Experimental  Cars 


McGRAW-HILL  PUBLISHING  COMPANY,  INC.,  Tenth  Ave.  at  36th  St.,  New  York,  N.  Y. 


JAMES  H.  McGRAW.  President 

JAMES  H.  McGRAW,  Jr..  V.-Pres.  and  Treas. 

MALCOLM  MUIR.  Vice-President 

EDWARD  J.  MEHREN,  Vice-President 

MASON  BRITTON,  Vice-President 

EDGAR  KOBAK,  Vice-President 

C.  H.  THOMPSON.  Secretary 


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Electric  Railway  .Iocbnal  is  official  corresDondent  in  the 
United  States  for  Unlone  Internationale  de  Tramways  de  Chem- 
Ina  de  fer  d'Intfiret  local  et  de  Transports  Publics  Automobiles. 


Cable  Address  "Maehlnist,  N.  Y." 

PublisherB  of 
Engineering  News-Record  American  Machinist 

Power  Chemical  and  Metallurgical  Engineering 

Coal  Age  Engineering  and  Mining  Journal 

Electrical  Merchandising 

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(Published  in  Han  Franciscol 

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Copyright.    1928.    by   McGraw-Hill  Publishing   Company.   Inc. 

Published  weekly 

Entered    as    second-class    matter    June    23,    1 9  f>  8 .    at    Uie    Poat 

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Advertising  Index— Alphabetical,  48;  Classified,  44,  46,  48;  Searchlight,  43 


ELECTRIC  RAILWAY  JOURNAL 


Mav  26,  1928 


Indianapolis  Street  Railway 

Now  buys  its  power — 


TO  completely  change  over  from 
25-cycle  generated  power  to 
60-cycle  purchased  power  is  truly 
a  major  undertaking.  That  is  ex* 
actly  what  the  Indianapolis  Street 
Railway  Company  did — and  suc- 
cessfully, too — when  it  started  upon 
an  extensive  program  to  increase 
the  operating  efficiency  of  its  lines. 

After  making  a  complete  survey  of 
conditions,  requirements  and  vari- 
ous types  of  apparatus,  nine  West- 
inghouse  1500  kw.  shunt- wound 
synchronous  converters,  with 
transformers  and  automatic  switch- 
ing, were  selected  for  this  important 


project — a  noteworthy  tribute  to 
the  performance  records  of  West- 
inghouse  equipment. 

There  are  five  automatic  substa- 
tions, comprising  two  single  units, 
two  double  units  and  one  three- 
unit  station.  Since  the  first  station 
opened  on  May  15,  1927,  unfalter- 
ing service  has  characterized  every 
phase  of  operation.  The  entire  in- 
stallation is  another  exemplifica- 
tion of  Westinghouse  engineering 
service — engineering  based  on  close 
association  with  the  industry,  on 
constant  research,  and  on  properly 
designed   and   applied  equipment. 


Westinghouse  Electric  &  Manufacturing  Company 
East  Pittsburgh  Pennsylvania 

Sale*   Office.  In  All  Principal  Cllici  of 
the  United  State,  and  Foreign  Countrie. 


^iSmlS 


Westinghouse 


Max  26,  1928 


ELECTRIC  RAILWAY  JOURNAL 


I 


2 


Is  the  Overhead  Built  Years  Ago 
the  Requirements  of  Today? 


DIRECT  suspension  still  has  its  proper  place  in  city  and  low-speed 
service.  Where  increased  speeds  and  heavier  current  collection 
are  involved,  engineers  have  always  recognized  the  advantages  of 
catenary  construction.  For  this  class  of  operation,  slack  wire  is  out  of 
the  question,  and  even  the  best  maintained  direct  suspension  is  far 
from  ideal. 

Catenary  construction  assures  perfect  alignment.  It  does  away  with 
vibration,  pounding  and  arcing.  Dewirements  are  eliminated.  And  it 
is  not  too  expensive!  Savings  in  maintenance  soon  offset  the  increased 
first  cost. 

The  Ohio  Brass  Company  does  not  contemplate  "selling"  catenary  con. 
struction  to  properties  not  yet  ready  for  it.  Our  engineers  are  avail- 
able to  investigate  your  operations  and  to  inspect  existing  overhead. 
They  will  give  you  the  facts  on  catenary  advantages.  They  will  sug- 
gest proper  design  for  your  conditions.  They  will  offer  estimates  of 
cost  and  probable  savings.    The  decision  will  be  yours. 


"Is  your  overhead,  built  years  ago,  filling 
the  requirements  of  today?"  If  this  ques- 
tion is  in  your  mind,  ask  for  0-B  recom- 
mendations. 


Only  a  few  typical  examples  of  0-B 
Catenary  Materials  can  be  shown  here. 
0-B  fits  the  equipment  to  the  require- 
ments. 


Type  CT  Catenary 
Hanger,  for  panta- 
eraph  operation. 
Page  634,  Cat.  20. 


Ohio  Brass  Company,  Mansfield,  Ohio 

Canadian  Ohio  Brass  Co.,  Limited 
Niagara  Falls,  Canada 

823L 


Catenary  mes- 
senger insula- 
tor pin.  Made 
in  2  sizes.  Page 
624,  Cat.  ?n. 


One  piece  duplex  catenary  clip  for 
suspending  contact  wire  from  messen- 
ger cable.  Slips  over  messenger  and 
clamps  on  trolley.    Page  642,  Cat.  20. 


Type  CC  Curve 
Hanger  for 
curves  of  mod- 
erate degree. 
Page636,Cat.20. 


Type  CS  Catenary 
Hanger,  for  wheel 
operation.  Page 
633.  Cat.  20. 


OMcy^iass  to. 


NEW  YORK  CHICAGO 

PHILADELPHIA 


PITTSBURGH  ATLANTA 

ST.  LOUIS        SAN  FRANCISCO 


CLEVELAND 
LOS  ANGELES 


PORCELAIN 

INSULATORS 

LINE  MATERIALS 

RAIL  BONDS 

CAR  EQUIPMENT 

MiNING 

MATERIALS 

VALVES 


ELECTRIC  RAILWAY  JOURNAL 


Ma\  26.  1928 


BETTER      RAIL,      BETTER      TRANSPORTATION 


Lest 


we 


forget 


Eureka  Radial  Rail  Grinder 


^^Many  are  prone  to 
forget  that  the  foun-     | 
dation  of  good  service 
is  good  track.  5^ 


WILLIAM  L.  BUTLER 

Vice  President — Cincinnati, 
Hamilton  &  Dayton  Rys. 


3132-48  East  Thompson  Street,  Philadelphia 

AQBNT3 : 

Chester  F.  Gailor.  50  Churcli  St..  New  York. 

Chas.  N.   Wood  Co..   Boston 

Electrical  Enflneerliis  &  Mffr.  Co..  Pittsburgh 

H.  F.  McDennott.  208  S.  LaSalle  St.,  ChicaKO 

P.  W,  Wood  Railway  Supply  Co..  New  Orleans.   La. 

Equipment  &  Enfineerinr  Co.,  London 

Frazar  &  Co.,  Japan 


Vulcan  Rail  Grliidei 


ItuciprucatinK   Triu'i^   <;iiiiili^ 


®  2332 


'AJiiv"    Klrrlrir    .\rv    Wclfli'r 


BETTER      RAIL,      BETTER      TRANSPORTATION 


May  26,  1928  ELECTRIC  RAILWAY  JOURNAL  7 

To  Put  Your  1928  Track  Program 
ON  A  Production  Basis— 

— ask  yourself  these  questions 

!♦    Construction  operations: 

(a)  Are  they  all  necessary? 

(b)  If  necessary,  can  they  be  improved? 

2*   Parts  and  materials:  ^ 

Are  any  parts  through  lack  of  uniformity  slowing  up  labor 
operations? 

3»    Time: 

Can  man-hour  time  per  operation  be  reduced  by  using  labor 
saving  devices  and  machinery? 

4*   Design  of  materials: 

(a)  Is  the  design  wasteful  of  materials? 

(b)  Can  lower  rails  be  used? 

(c)  Are  joints  modern  and  long  lasting? 

(d)  Are  ties  a  compromise  with  custom  or  are  they  a  well 
thought  out,  uniform  product — designed  to  save  labor 
and  materials,  with  no  sacrifice  of  bearing  under  rail  and 
on  ballast  and  sub-grade? 

5*   Design  of  Track: 

(a)  Does  the  track  design  meet  the  requirements  of  higher 
quality  and  lower  costs  by  economizing  material  and 
labor? 

(b)  Does  the  design  adapt  itself  to  the  complete  use  of  labor 
saving  machines? 

(c)  Has  the  design  immediately  available  labor  saving  equip- 
ment for  all  operations? 

On  any  program  of  a  mile  or  more  of  track, 
Twin  Tie  production  methods  can  be  applied. 
A  conference  with  our  engineers  will  in  no 
way  obligate  you. 

THE  INTERNATIONAL  STEEL  TIE  CO. 

Cleveland,  Ohio 

STEEL  TWIN  TIE  TRACK 

HE  BASE  OF  MODERNIZATION 


ELECTRIC  RAILWAY  JOURNAL 


.1/(0'  26.  192^ 


Bridgeport's  New  SubsMion  is  largest  of 
its  k.if^d  in  the  United  States 


A-B'B  Rectifiers  carry  entire 
traction  load  of  city  of  165,000! 


THE  responsibility  of  providing  un- 
interrupted current  supply  for  the 
continuous  operation  of  all  Connecticut 
Company  trolleys  in  Bridgeport  is  carried 
by  A-B-B  Mercury-Arc  Power  Rectifiers. 

This  substation  comprises  five  units  of 
2,000  amps,  each,  delivering  power  at  600 
Volts.  To  date,  it  is  the  largest  rectifier 
installation  in  the  United  States. 

In  the  realignment  of  the  com- 
pany's power  system,  an  obsolete 
generating  plant  was  eliminated  and 
arrangements  were  made  for  purchas- 
ing 13,000  Volt,  3  Phase,  60  Cycle  power 
from  the  Devon  Plant  of  the  Connecticut 
Light  86  Power  Company. 

An  additional  A-B-B  Rectifier  substa- 
tion arranged  for  automatic  operation 
and  consisting  of  two  units  similar  to  the 
above  in  capacity  was  installed  at  Strat- 
ford, a  nearby  town. 

The  Bridgeport  substation  handles  the 
highly  variable  load  of  a  traction  property, 


the  momentary  overload  capacity  of  the 
station  being  15,000  amps.  In  addition  to 
their  ability  to  do  this,  Mercury-Arc 
Power  Rectifiers  of  A-B-B  design  also 
possess  high  efficiency,  low  maintenance 
cost,  and  freedom  from  the  necessity  for 
heavy  foundations.  The  rectifier  equip- 
ment with  its  ability  to  operate  on  either 
25  or  60  cycles  a.c.  offers  an  ad- 
vantage over  rotary  converter  equip- 
ment. 

Thousands  of  kilowatts  capacity 
of  A-B-B  Mercury -Arc  Power  Recti- 
fiers are  now  giving  this  kind  of  service 
at  many  points  in  the  United  States  and 
Canada.  We  will  gladly  provide  liter- 
ature or  information  on  this  type  of  con- 
version equipment  or  will  arrange  for  in- 
spection trips  to  the  nearest  A-B-B  Recti- 
fier installation. 


American  Brown  Boveri  Electric  Corporation 
Camden,  New  Jersey 


AMERICAN  BROWN  BOVERI 


May  26,  1928 


ELECTRIC  RAILWAY  JOURNAL 


bldm  Ulmf 


MANUFACTURER  OF  RAILWAY,  POWER 


10 


ELECTRIC  RAILWAY  JOURNAL 


May  26, 1928 


J 


s/ 


AIR  COMPRESSORS 

A  type  and  size  suitable  for  every  purpose 
.  .  .  pneumatic  shop  tools  .  .  .  car  barns 
.  .  .  power  plants. 

Compact  .  .  .  self-contained  .  .  .  easy  to 
install  .  .  .  durable  .  .  .  reliable  .  .  . 
economical  .  .  .  automatically  controlled 
to  save  power. 

Their  distinctive  features  are  explained  in 
our  Descriptive  Catalogues  which  may  be 
had  for  the  asking.  Write  our  nearest  dis- 
trict office. 

WESTINGHOUSE  TRACTION  BRAKE  CO. 

General  Office  and  Works,  Wilmerding,  Pa. 

WJE^STINGHOUSE-NATIONAL 

Air  Compressors 


\ 


"QV/AUITY  AVACHINICS     KOR    QUALITV   SERCVICE," 


Type    "N"    compressor,     li     to     60 
cu.ft.  displacement. 


2V     Type    Compretsor — 75    to    ISO 
cuJt.    displacement. 


SVS  Type  Compressor — i08   to    i«S 
cu.ft.  displacement. 


iVD  Type  Compressor — 550   to  TOO 
cti.ft.  displacement. 


Steam   Driven    Types — ii    to    ISO 
Viae 


cu./t.  displacement. 


/\ 


u 


T5i^^^ 


t^o 


1$  »o^  * 


«car 


T 


lenience 


but  an 


second  or  tVutd  car 


i^a^sco  ^^„ao«T- 


-  "^  —      Detroit  News  *fPr?^»^ 


Lu.wKt#^!^ 


m^ 


^  a  Pves^  ^DENVER  POj" 


This  costly  broadside  flashes  across  the  expanse  of  America's 
newspaper  pages.     It  may  or  may  not  be  true — -' 
What  will  be  your  answer? 


ask  STEWART        ask  WOOD 


ask.  PINKL 


ask  KUHRTS        ask  BUFFEE 


ask  BlilN 


ar«A  ALEXANDER        ask  GREENLAND 


ask  RICHARDSON        ask   FITZGERALD 


¥ 


/ 


One  of  10  Twins  in  service  of  Virginia 
Electric  and  Power  Co.  at  Norfolk,  Va. 


to  meet  the  transportation 

Testes  of  the  men  and 

women  of  Tomorrow 


MONTHLY  SAUES    BULLETIN 

'invested  in  Tmn  Coaches  in  Omontlii 
$2,300,000  inVestedin  Twin  Coaches  in  lOmontli^ 


May  26, 1928 


3K*,   ^£V^J?l     '^X  ---^Kv   f^^ 


ELECTRIC  RAILWAY  JOURNAL 


<  H*'  ^^^H  W^ 


15 


pWes^i^- 


To 


r^ 


mar 


ECONOMY 


WITH  SAFETY 


NATIONAL  PNEUMATIC  COMPANY 

Executive  Office:  Graybar  Building,  New  York 

General  Works:   Rahway,  New  Jersey 


CHICAGO 

518   McCormick   Building 


MANUFACTURED  IN 

TORONTO,  CANADA,  BY 

Railway  &  Power  Engineering  Corp.,  Ltd. 


PHILADELPHIA 
1010  Colonial  Trust  Building 


CONSTANTLY 


ETTBR. 


*->**^^*wjjw;fet«!i(S«*^«.^.!V*l'J.*«£X'^     *"   — ^    ""-JV  ■•-**«***,- 


16 


ELECTRIC  RAILWAY  JOURNAL 


May  26,  1928 


You  are  willing,  of  course 


It  is  a  fact  that  increased 
revenue  and  reduced  costs 
follow  in  the  wake  of: 

"speed  with  safety^' 
"capacity  with  comfort'' 
"Ughtweight  with  strength'' 
"beauty  with  low  cost" 

The  Four  Cardinal  Points  in  Cincinnati  Construction 


May  26,  1928  ELECTRIC  RAILWAY  JOURNAL  17 

to  deal  frankly  with  fact? 

A  close  scrutiny  of  the  electric  cars  you  send 
out  to  serve  your  fare  payers — and  to  win  and 
hold  their  good  opinion — will  reveal  an  array 
of  facts  that  demand  frank  dealing. 

To  make  your  study  of  present  equipment 
constructive  we  suggest  a  comparison  with 
Cincinnati  BALANCED  LIGHTWEIGHT 
cars.  Will  a  fresh  coat  of  paint  compete  success- 
fully with  "Beauty  at  Low  Cost?"  Will  tower- 
ing accident  reserve  funds  win  over  "Speed 
with  Safety  and  Cincinnati  Duplex  Air-Mag- 
netic Braking  Equipment? 

Will  the  cost  of  operating  heavy  cars  or  main- 
taining excessively  light  ones  prove  less  ex- 
pensive than  "Lightweight  with  Strength?" 

Will  the  standards  your  present  cars  set  com- 
pare favorably  with  "Capacity  with  Comfort?" 

We  suggest  that  you  establish  the  facts  and 
deal  frankly  with  them.    It  pays  to  be  frank. 

CINCINNATI  CAR  COMPANY 
CINCINNATI,  OHIO 

CINaNNATI 
.fesss  CARS 

<^=^   still  a  step  ahead  gfthe  modem  trend/ 


18 


ELECTRIC  RAILWAY  JOURNAL 


May  26. 1928 


Dayton  Tie  Track 

If  Dayton  Tie  Track  cost  twice  as  much  as  ordi- 
nary track  the  investment  might  look  too  big, 
even  considering  its  long  life. 

But,  due  to  economies  in  concrete,  etc.,  it  actu- 
ally costs  less — it  has  been  laid  for  $8  per  lineal 
foot — including  tearing  up  of  old  pavement, 
rails,  concrete,  ties,  and  relaying  new  pavement. 

The  scientific  construction  of  the  Tie  makes  it 
immune  to  forces  which  ordinarily  destroy  track. 

We  can  show  you  Dayton  Tie  Track  is  a  sure 
thing. 


The  Dayton  Mechanical  Tie  Co* 

DAYTON,  OHIO 


May  26, 1928 


ELECTRIC  RAILWAY  JOURNAL 


19 


Quick  Stops 

For  High  Speed  Subway  Service 

CL  Fast  subway  service  requires  quick  retardation  as  well  as  rapid  accelera- 
tion. CL  Running  time  can  be  cut  substantially  by  increasing  the  braking  effect 
through  the  use  of  Clasp  Brakes,  d.  Simplex  Trailer  Truck  Clasp  Brakes  use  two 
brake  shoes  per  wheel,  thus  doubling  the  braking  area  insuring  short  smooth 
stops,  d.  Balancing  the  heavy  braking  forces  on  opposite  sides  of  the  wheel  has 
many  advantages. 


I.  Less  journal,  journal  box  and  ped- 
estal wear. 

X.  Permits  wheels  to  follow  freely  track 
irregularities. 

3*  Divides  energy  absorption  between 
two  shoes;  reducing  heating  effect 


from  brake  application,  resulting  in 
higher  coefficient  of  friction. 

4<  Reduced  frequency  of  brake  shoe 
replacement  lessens  maintenance 
costs. 

5*  A  balanced,  efficient  brake. 


American  Steel  Foundries 

NEW  YORK  Q  |_^  J  CAG  O  ^^  LOUIS 


Simplex  Clasp  Brake  for  Multiple  Unit  Trailer  Trucks 


20 


ELECTRIC  RAILWAY  JOURNAL 


May  26, 1928  i 


Speeding  Transportation  Safely 


The  illustration  shows  one  of  the 
ten  modern  light  weight  cars  now 
being  used  by  the  Nashville  Rail- 
way and  Light  Company.  Each 
car  bears  the  name  of  a  dis- 
tinguished Tennesseean.  All  of 
these  cars  are  themselves  render- 
ing distinguished  service  because 
they  by  nature  have  the  common 
name  of  SAFETY  CAR. 


When  transportation  conditions  impel  shorter  head- 
way between  cars  to  reduce  waiting  time  of  patrons 
.  .  .  quicker  brake  applications  to  reduce  time  con- 
sumed in  making  stops  .  .  .  rapid  interchange  of 
passengers  to  cut  down  standing  time  .  .  .  prompt 
release  of  brakes  to  permit  quick  get-away  .  .  . 
THEN  the  Safety  Car  Control  Equipment  will  help 
speed  up  the  service  while  maintaining  the  basic 
element  of  safety. 

This  is  the  modern  equipment  for  modern  cars. 

SafetyCar  Devices  G). 

OF  St.  Louis,  Mo. 
Postal  and  ^legraphic  Address: 

WilmerdincPa. 

CHICAGO     SAN  FRANCISCO    NEW  YORK    VASHINGTON    PITTSBUItCIl 


Mav  26,  1928 


ELECTRIC  RAILWAY  JOURNAL 


21 


METAL   &_,  THERMIT  COR.PORATIOJb/' 


PITTSBURGH 


1%P      B  RP  A  D WAY  ,  N  EW  YORK  .    N.Y. 

CHICAGO  BOSTON  SOUTH    SAN   FRANCISCO 


TOEONTO 


22 


ELECTRIC  RAILWAY  JOURNAL     ' 


May  26, 1928 


Completely  Automatic — 

The  Cincinnati  Street  Railway  Power  System 


Nineteen  automatic  substations  having 
a  total  capacity  of  29,200  kilowatts  and 
operated,  without  a  single  attendant, 
by  the  Cincinnati  Street  Railway  Com- 
pany, will  form  the  largest  completely 
automatic  trolley-power  system  in  the 
world. 

The  supervisor,  in  his  office,  can  perform 
any  important  governing  operation  at 


all  of  the  substations.  Operating  con- 
ditions are  indicated  by  colored  lights 
and  remote-metering  instruments. 

This  system,  designed  by  the  Cincinnati 
Street  Railway  Company  in  conjunction 
with  General  Electric  engineers,  is  an 
outstanding  development  in  street-rail- 
way practice. 


GENERAL  ELECTRIC 

GENERAL     ELECTRIC     COMPANY,     SCHENECTADY,     N.     Y.,     SALES     OFFICES     IN     PRINCIPAL     CITIES 


Electric  Railway  Journal 


McGraw-Hill  Publishing  Co.,  Inc. 
James  H.  McGraw,  President 


Consolidation  of 

Street  Railway  Journal  and 

Electric  Railway  Review 


Charles  Gordon 
Editor 


Volume  71 


New  York,  Saturday,  May  26,  1928 


Number  21 


Before  and  After  the  "Take-Off" 

JUST  a  year  ago  a  glorious  flight  aroused  public  con- 
sciousness to  the  possibilities  of  general  travel  via  the 
air.  Since  then  that  young  pioneer  whose  exploits  have 
fired  the  imagination  of  the  entire  world  has  repeatedly 
risked  life  itself  in  an  effort  to  make  his  dreams  come 
true.  Now  comes  the  startling  expression  of  faith  in 
his  vision  contained  in  the  announcement  from  the 
Pennsylvania  Railroad  of  its  plan  for  a  train-airplane 
service  between  New  York  and  Los  Angeles. 

However  fantastic  the  idea  of  spending  week-ends  in 
Paris  may  be,  passenger  airplane  service  between  the 
Atlantic  and  Pacific  coasts  appears  a  certainty,  and  with 
the  execution  of  such  comprehensive  plans  the  inter- 
urban  or  bus  will  have  a  part  to  play.  Testimony  of 
this  fact  is  seen  m  the  necessity  for  the  purchase  by 
the  Detroit  Municipal  Railway  of  another  bus  to  main- 
tain its  hourly  schedule  for  the  accommodation  of  pas- 
sengers traveling  the  route  of  the  Stout  Air  Services, 
Inc.,  on  the  regularly  routed  planes  between  Detroit  and 
Cleveland.  For  the  past  year  the  Department  of  Street 
Railways  has  been  supplying  a  de  luxe  coach  service 
between  the  hotel  district  and  the  Ford  Airport,  but  the 
increased  volume  of  traffic  incident  in  part  to  the  recent 
all-American  Aircraft  Show  and  the  regular  aerial 
routes  over  the  city  emphasize  the  need  that  will  come 
for  an  alliance  between  local  transportation  and  the 
flying  industry.  The  developments  now  being  recorded 
almost  daily  in  aviation  are  merely  harbingers  of  the 
much  greater  things  likely  to  come  out  of  "An  Unfor- 
gettable Lesson  from  the  Sky." 


i 


I 


Space  Demands  Exceed  All  Expectations 

WHEN  the  convention  exhibit  committee  met  on 
May  16,  it  faced  the  assignment  of  102,170  sq.ft. 
of  space  for  the  Cleveland  show,  Sept.  22  to  28.  This 
demand  at  so  early  a  date,  representing  176  exhibitors, 
exceeds  all  expectations,  according  to  Fred  C.  J.  Dell, 
director  of  exhibits.  The  figures  are  exclusive  of  track 
space  for  car  exhibits  for  which  the  applications  of  two 
manufacturers,  and  two  operating  properties,  respec- 
tively, have  been  received. 

These  data  are  especially  encouraging  as  a  reflection 
of  the  steady  growth  which  has  characterized  this  phase 
of  the  association's  work,  since  conventions  were  the  or- 
der of  the  day.  For  instance :  in  nine  exhibit  years, 
space  requirements  have  grown  from  57,329  sq.ft.  in  1916 
to  116,634  last  year;  the  number  of  exhibitors  from  125 

293,  respectively. 

Co-operation  between  manufacturers  and  exhibit  com- 
mittees is,  of  course,  responsible  for  this  growth.  This 
co-operation  should  be  recognized  to  the  fullest  extent. 
Here  arises  an  important  phase  of  the  whole  situation. 


The  best  way  the  industry  can  show  its  appreciation  is 
to  see  that  key  men  are  present  to  study  every  exhibit. 
Last  year  there  was  a  notable  display  by  the  manufac- 
turers of  shop  tools.  Unquestionably  what  they  had  to 
oflfer  was  of  inestimable  benefit  to  the  men  who  actually 
use  this  equipment.  The  men  who  saw  the  exhibit  went 
back  to  their  properties  with  a  new  slant  on  things 
mechanical.  It  is  hoped  that  this  year  their  number  will 
be  doubled.  These  are  the  men  who  spend  maintenance 
money  wisely  or  unwisely,  depending  on  how  well  they 
are  informed  regarding  new  devices  for  increasing  effi- 
ciency. They  should  get  their  information  first  hand,  and 
the  exhibit  is  one  of  the  best  places  to  get  it.  What 
applies  to  them  is  equally  applicable  to  men  in  other 
branches  of  the  service  and  to  other  phases  of  the  exhibit. 


Action  on  Merger  Proposal  in 
Washington  Postponed 

CALMER  councils  were  in  evidence  in  Washington 
at  the  close  of  the  public  hearings  on  the  plan  for 
merging  the  local  railway  and  bus  companies.  True, 
the  Senate  District  of  Columbia  committee  will  appoint  a 
sub-committee  to  go  into  the  question  during  the  sum- 
mer, but  the  proposal  now  has  back  of  it  the  prestige 
of  the  declaration  of  the  House  District  of  Columbia 
committee  to  the  eflfect  that  "the  best  interests  of  the  dis- 
trict would  be  served  by  the  consolidation."  Doubt 
among  the  legislators  appears  to  center  around  the  valu- 
ation proposal,  but  it  would  seem  that  the  zealots  have 
been  pretty  well  put  to  rout  who  tend  to  look  upon  any 
business  proposal  of  magnitude  as  a  deep  and  dark 
conspiracy. 

As  the  Washington  Post  pointed  out,  no  uncontrolled 
monopoly  can  be  acquired  in  the  national  capital.  The 
development  of  regulatory  machinery  long  ago  dissi- 
pated that  bogey  of  self-appointed  public  champions — 
not  only  in  Washington  but  in  the  country  generally. 
In  Washington  there  is  a  double  check.  Congress  has 
exclusive  legislative  jurisdiction  over  the  district.  Fares 
can  be  regulated  by  the  Public  Utilities  Commission, 
subject  always  to  the  overruling  jurisdiction  of  Con- 
gress and  the  courts.  If  the  people  of  Washington 
should  ever  be  subjected  to  attempted  extortion  by  any 
public  utility,  they  could  quickly  obtain  protection. 
Excessive  railway  and  bus  fares  would  be  especially 
easy  to  combat. 

Some  of  the  technical  aspects  of  the  merger  have 
already  been  the  subject  of  comment  in  this  paper.  In 
the  matter  of  valuation  alone,  the  public  stands  to  gain 
greatly,  since  the  figure  of  $50,000,000,  proposed  as 
acceptable  to  the  companies,  is  about  $12,000,000  less 
than  might  have  been  secured  under  "due  process  of 
law."  There  are  many  other  concessions  on  the  part 
of  the  companies  that  make  the  merger  desirable  in  the 


846 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  A'o.2l 


public  interest.  Certainly  it  will  pave  the  way  for  effi- 
cient and  reliable  service  at  tne  lowest  possible  fare. 

If  what  the  public  wants  is  not  good  service  at  rea- 
sonable cost,  then  it  would  be  idle  to  attempt  to  define 
what  it  wants,  for  no  sensible  citizen  asks  or  expects 
good  service  at  a  cost  that  would  not  yield  the  public 
servant  reasonable  compensation.  It  follows  obviously 
that  the  consolidation  of  transportation  agencies  under 
a  single  management  properly  supervised  by  public 
agencies  will  produce  better  service,  particularly  where 
co-ordination  of  facilities  is  contemplated.  Incidentally, 
it  might  be  remarked  that  the  contemplated  change  in 
name  to  the  Capital  Transit  Company  is  in  line  with 
other  recent  changes  of  the  kind  intended  to  convey 
more  clearly  the  disposition  of  the  electric  railways  to 
engage  in  any  and  all  forms  of  mass  transportation  and 
even  in  certain  classes  of  individual  service  as  well. 

The  merger  is  in  line  with  public  convenience  and 
necessity.  It  is  needed  now  more  by  the  public  than  by 
the  companies,  even  though  they  favor  it.  The  com- 
panies concerned  having  reached  an  agreement  after 
making  generous  concessions  for  the  general  good  under 
which  the  public  would  have  benefited  materially,  it  is 
too  bad  that  further  delay  is  to  be  encountered  by  the 
decision  to  postpone  final  action  on  the  matter. 


Fancy  Retreats  Before  Fact  in  Kansas  City 

OUT  of  the  school  of  practical  experience  with  buses 
dating  back  to  the  fall  of  1925  the  Kansas  City 
Railways  has  evolved  a  set  of  maxims  which  are  reflected 
in  the  terms  of  the  new  bus  franchise  just  granted  to 
the  company.  Its  plea  has  been  heeded  that  trunk  line 
fares  be  made  1 5  cents,  based  upon  the  cost  of  the  service 
rendered.  How  many  other  points  have  been  allowed 
which  were  made  by  the  company  in  its  recent  report  to 
the  Council  is  not  plain  at  this  writing,  but  the  facts 
contained  in  that  document  and  the  principles  advocated 
are  of  the  greatest  interest  to  the  industry. 

Based  on  its  experience,  the  company  maintained  that 
the  bus  system  as  a  whole  should  be  self-supporting;  that 
the  trunk  lines  should  be  routed  to  give  the  most  direct 
and  the  quickest  service  between  the  residential  and 
business  districts;  that  feeder  service  should  provide 
crosstown  connections  and  give  transportation  to  sections 
remote  from  existing  facilities  where  the  population  has 
grown  sufficiently  to  justify  it ;  that  night  service,  and 
in  some  instances  non-rush  hour  service,  should  not  be 
required  on  feeder  lines;  that  transportation  should  be 
supplied  where  there  is  a  need  for  transportation  and 
not  for  the  interests  of  business  centers  or  real  estate 
developments ;  that  wherever  street  car  facilities  exist 
they  should  be  intensively  developed  and  wasteful  dupli- 
cation not  required  and  that  the  bus  franchise  or  permit 
should  be  kept  elastic  to  meet  changing  requirements 
as  experience  increases. 

It  was  on  the  very  score  of  the  experimental  nature 
of  bus  operation  in  Kansas  City  that  the  original  fran- 
chise was  limited  to  three  years.  Even  now  the  com- 
pany in  its  rejjort  sees  the  future  in  terms  so  uncertain 
that  it  suggested  the  new  operating  grant  be  made  for  a 
term  not  exceeding  five  years.  Not  that  the  company 
has  any  doubts  about  the  bus.  Far  from  it.  But  it 
does  recognize  from  experience  that  trunk  line  service 
providing  a  seat  for  every  passenger  in  buses  equipped 
with  pneumatic  tires  cannot  be  rendered  for  a  10-cent 


fare  except  at  an  actual  operating  loss.  It  is  conceded 
that  operation  over  the  hilly  routes  of  Kansas  City  is 
necessarily  more  expensive  than  in  flat,  level  cities.  In 
Kansas  City  the  longest  trunk  line  is  6.6  miles.  The 
longest  feeder  is  5.48  miles.  Each  of  the  other  feeders 
is  less  than  3  miles,  and  the  shortest  only  1.23  miles. 
There  is  one  express  line  charging  a  25-cent  fare,  four 
trunk  lines  at  10  cents  and  six  feeders  at  10  cents.  The 
trunk  line  service  comes  nearer  to  paying  operating  costs 
than  do  the  feeder  lines. 

The  Kansas  City  management  has  utilized  its  past 
experience  with  buses  to  determine  policies  for  the  future. 
It  now  holds  most  firmly  to  the  idea  that  losses  from 
bus  feeder  lines  should  be  met,  if  possible,  from  such 
profits  as  the  trunk  lines  can  earn  on  a  proper  basis  of 
fare.  It  rightly  says  there  is  no  equity  in  accommodating 
the  3  per  cent  who  use  the  bus  service  at  the  expense  of 
the  97  per  cent  who  use  the  street  cars.  It  is  anxious 
to  do  full  justice  by  the  bus.  Were  that  not  so,  it  would 
not  have  made  the  plea  that  it  be  not  "strait  jacketed" 
in  its  use  of  the  bus.  The  principles  which  it  advocated 
as  the  basis  for  the  successful  application  of  buses  in  city 
service  constitute  a  bill  of  rights  for  that  vehicle  as  it 
is  now  constituted.  They  could  hardly  have  been  put 
more  succinctly.  That  Kansas  City's  findings  support 
Electric  Railway  Journal's  contentions  regarding  the 
bus  is  incidental.  The  truly  significant  thing  is  that  they 
indicate  that  those  bus  enthusiasts  who  have  been 
obsessed  with  the  idea  of  making  the  automotive  vehicle 
merely  a  street  car  on  rubber  tires  and  limiting  it  to 
street  car  rates  have  been  standing  in  the  way  of  really 
sound  development  and  expansion.  Fancy  must  retreat 
before  fact. 


Loose  Talk  About  the  New  York 
7-Cent  Fare  Case 

DECISION  of  the  United  States  Supreme  Court  to 
set  a  date  early  in  its  fall  term  to  hear  the  New 
York  7-cent  fare  case  shows  the  importance  with  which 
the  court  regards  this  case.  The  order  staying  the 
collection  of  the  increased  fare  is  logical  in  view  of  the 
early  day  set  for  trial  and  the  plea  of  the  city  that  it 
had  no  authority  to  provide  a  bond  to  indemnify  the 
company  if  the  increased  fare  should  be  held  valid. 

Politicians  are  making  the  most  of  this  stay,  which 
is  no  indication  at  all  of  the  opinion  of  the  court  as  to 
the  merits  of  the  higher  fare.  They  have  also  made  a 
great  many  foolish  remarks  during  the  past  two  weeks 
about  the  decision  of  the  statutory  court  in  favor  oi 
the  7-cent  fare.  Thus,  a  New  York  senator  in  Congress 
criticized  the  view  taken  by  the  court  of  the  intent 
of  contract  No.  3,  and  is  reported  to  have  said,  "It  will 
be  a  serious  thing  when  the  6,000,000  people  of  New 
York  refuse  to  pay  the  7-cent  fare  which  the  Interbor- 
ough  may  attempt  to  collect  as  a  result  of  this  outrageou- 
decision."  In  the  meantime,  many  politicians  at  home 
have  bewailed  in  public  the  hardship  which  4  cents  a  day 
additional  fare  will  cause  to  the  average  workingnian 
who  has  to  use  the  I.R.T.  system.  All  this  shows  the 
hysteria  produced  by  long  intrusion  of  politics  into 
transportation  affairs  in  New  York. 

Those  who  fear  the  dire  eflfect  on  the  populace  of  an 
increase  in  fare  should  realize  that  there  were  no  riots  in 
Chicago  or  Philadelphia  when  the  fare  went  up  to  7  cents^ 


May  26, 1928 


ELECTRIC  RAILWAY  JOURNAL 


847 


or  in  Boston  when  it  was  increased  to  10,  or  because  of 
increases  in  any  of  the  many  other  American  cities  where 
{ares  have  been  raised.  The  ])ubhc  may  not  welcome  in- 
creases in  living  cost,  but  the  more  thoughtful  in  New 
York  will  know  that  this  increase  is  the  only  practicable 
way  by  which  they  will  get  more  and  better  rapid  transit 
service.  As  for  the  cry  about  the  increase  in  fare  being 
an  undue  burden  on  some  deserving  wage  earners,  it  is 
]nire  jjolitical  bunkum.  Transportation  cost  is  only  a 
small  item  in  the  living  costs  of  even  the  most  humble 
worker,  and  transportation  is  the  only  item  which  is  at 
pre-war  levels  in  New  York.  One  needs  only  to  ob- 
serve the  number  of  automobiles  that  are  jammed  into 
every  available  parking  niche  around  the  average  in- 
dustrial plant  to  realize  how  freely  the  "free  corn"  class 
of  politician  has  called  upon  his  imagination  in  conjuring 
up  a  picture  of  social  disorder  resulting  from  a  fare 
increase  of  4  cents  a  day. 

As  to  the  question  of  the  intent  of  contract  No.  3, 
it  is  necessary  only  to  recall  the  situation  in  Alarch,  1913. 
The  Interborough  was  then  in  a  prosperous  condition  and 
certainly  would  not  have  jeopardized  this  position  if  it 
had  thought  the  contract  unremunerative.  There  is  noth- 
ing to  indicate  the  city  representatives  had  any  different 
view  or  knew  that  a  World  War  was  coming  within  a  year 
or  so  which  would  double  operating  and  construction 
costs.  In  other  words  the  intent  of  the  contract  was  very 
clearly  expressed  in  the  statement  of  the  statutory  court 
that  "There  is  no  evidence  that  the  Legislature,"  in  the 
rapid  transit  act  of  1912  under  which  contract  No.  3  was 
authorized,  "intended  to  burden  the  city  with  an  exor- 
bitant fare  or  the  company  with  a  non-compensatory 
rate." 

Final  grant  by  the  federal  courts  of  a  7-cent  fare 
should  be  of  as  much  benefit  to  the  city  as  to  the  com- 
pany. It  will  make  immediate  service  improvements 
possible  and  future  extensions  more  probable.  On  its 
part,  the  company  might  well  emphasize  these  gains 
which  will  come  to  the  city  from  a  reasonable  fare. 


Group  Meetings  a  Constructive  Force 

WHEN  52  men  attend  a  series  of  meetings  such  as 
that  held  by  the  way  and  structures  division  of 
the  American  Electric  Railway  Engineering  Associa- 
tion in  Atlanta  recently,  it  approaches  the  status  of  a 
convention  of  track  men.  Instead  of  holding  sessions 
of  the  special  committees  at  various  times,  followed  by 
a  meeting  of  the  standing  committee  of  way  and  struc- 
tures, as  many  as  possible  of  these  meetings  were 
grouped  together  in  one  week. 

Everybody  who  attended  was  enthusiastic  about  the 
plan.  That  much  of  interest  was  added  by  the  enter- 
tainment features  arranged  by  the  Georgia  Railway  & 
Power  Company  was  a  matter  of  comment.  These 
features,  however,  did  not  interfere  with  the  attendance 
at  a"d  the  interest  in  the  meetings,  as  may  be  seen  from 
the  report  published  in  this  paper  on  May  19.  Discus- 
sion of  the  various  subjects  was  participated  in  by  all 
if  those  present,  the  voting  of  course  being  confined  to 
jthe  committee  members.  It  is  certain  that  the  con- 
centration of  effort  not  only  saved  time  for  the  dele- 
gates, many  of  whom  are  on  more  than  one  committee, 
but  resulted  in  a  more  logical  treatment  of  the  problems 
Involved. 

The  success  of  this  meeting  indicates  the  possibility 


of  similar  meetings  of  the  other  divisions  of  the  Engi- 
neering Association.  If  the  plan  can  be  worked  out  to 
bring  together  such  groups,  it  would  seem  that  time 
should  be  available  for  discussion  of  current  problems. 
A  plan  of  this  kind  has  been  proposed  to  the  officers  of 
the  Association  and  has  been  under  consideration  by  the 
chairmen  of  the  several  divisions.  An  additional  pro- 
posal is  that  the  members  of  a  division  interchange 
operating  cost  data  and  make  these  records  a  subject 
of  discussion  at  one  of  the  divisional  meetinj^s. 

In  this  latter  respect  the  plan  approaches  that  of  the 
Association  of  Equipment  Men,  Southern  Properties. 
It  is  significant  that  the  success  of  this  latter  body  and 
the  unqualified  endorsement  given  it  by  the  officials  of 
these  properties,  has  stimulated  the  formation  of  a  new 
group,  the  Association  of  Electric  Railway  Equipment 
men.  Middle  Atlantic  States,  within  the  past  week. 
There  is  every  re''.son  to  believe  that  such  groups,  pre- 
ferably under  the  leadership  of  the  Engineering  Asso- 
ciation, can  be  a  great  force  in  improving  operating 
and  maintenance  practices  of  electric  railways  the 
country  over. 


Uniform  Traffic  Ordinance  Desirable 

VALUABLE  suggestions  for  improvement  of  traffic 
regulation  are  contained  in  the  proposed  model 
municipal  traffic  ordinance  recently  prepared  by  a  special 
committee  of  the  National  Conference  on  Street  and 
Highway  Safety.  A  summary  of  its  provisions  was 
given  in  an  article  published  in  this  paper  for  May  12, 
page  771.  A  number  of  these,  which  directly  affect  the 
operation  of  street  cars  and  buses,  are  of  particular  in- 
terest to  electric  railway  men.  Moreover,  anything  which 
tends  to  improve  general  conditions  will  result  in  sub- 
stantial benefit  to  the  transportation  companies. 

Two  desirable  advantages  may  be  expected  to  follow 
the  adoption  of  this  model  ordinance.  In  the  first  place, 
wider  knowledge  of  traffic  regulations  received  from 
greater  uniformity  will  undoubtedly  promote  better  ob- 
servation of  these  regulations. 

This  is  a  matter  of  growing  importance,  because  today, 
more  and  more  people  are  traveling  considerable  dis- 
tances by  automobile  and  passing  through  towns  where 
they  are  unfamiliar  with  traffic  rules.  If  the  rules  are 
approximately  the  same  as  those  to  which  they  are  accus- 
tomed at  home,  fewer  violations  will  occur. 

In  the  second  place,  this  model  ordinance  endeavors 
to  select  and  apply  the  best  features  of  more  than  100 
traffic  ordinances  studied  by  the  Committee.  The  recom- 
mendation concerning  the  establishment  of  safety  zones 
at  street  car  stops,  forbidding  other  vehicles  to  drive 
through  such  zones  and  discouraging  the  use  of  the  track 
area  by  vehicular  traffic,  certainly  will  meet  with  the 
approval  of  railway  men.  Experience  where  such  regu- 
lations are  enforced  indicates  that  good  results  for  all 
traffic  will  follow  from  their  general  adoption. 

A  draft  of  the  proposed  ordinance  has  been  prepared 
in  printed  form  and  is  now  being  distributed  by  the  com- 
mittee. At  present  this  draft  is  merely  tentative.  Com- 
ments and  suggestions  are  invited  from  everyone  inter- 
ested in  this  suggestion.  All  suggestions  received  before 
June  10  will  receive  the  careful  attention  of  the  com- 
mitte.  Such  modification  as  may  seem  desirable  will 
then  be  incorporated  and  the  ordinance  formally  sub- 
mitted for  approval  to  the  National  Conference  on  Street 
and  Highway  Safety. 


i 


The  new  Grove  Street  garage.     Space  is  available  to  extend  the  present  unit  in  two  directions 


Worcester  Builds  for 

Adequate  Maintenance 


COMPLETION  of  the  Grove  Street  carhouse  and 
garage  in  Worcester,  Mass.,  marks  another  im- 
portant step  in  a  series  of  major  physical  im- 
provements. These  make  up  the  rehabilitation  program 
of  the  Worcester  Consolidated  Street  Railway  and  the 
Springfield  Street  Railway,  which  have  received  atten- 
tion from  time  to  time  in  the  pages  of  Electric  Rail- 
way Journal. 

Development  of  the  experimental  worm  drive  car  in 
Springfield,  which  was  described  in  the  March  26, 
1927,  issue,  directed  the  attention  of  the  entire  industry 
to  this  pioneering  work  by  a  comparatively  small  prop- 
city.  Later,  in  the  Oct.  1,  1927,  issue  there  was 
an  article  on  the  100  new  cars  which  were  subsequently 
purchased  for  Springfield  and  Worcester.  More  re- 
cently, in  the  April  14,  1928,  issue,  progress  in  the 
rehabilitation  of  track  and  other  physical  property  in 
Springfield  was  reported.  Concurrently  with  these  major 
rehabilitation  steps  there  were  recorded  a  series  of  great 
bonfires  to  which  were  relegated  the  old  equipment  no 
longer  suited  to  meet  present-day  transportation  require- 
ments. 

New  Building  Has  Ample  Capacity 

The  Grove  Street  improvement  now  provides  Worces- 
ter with  a  new  carhouse  and  garage,  with  ample  outdoor 
storage  track  and  space  for  garage  extensions.  By 
grouping  both  the  carhouse  and  garage  on  a  single  plot, 
it  has  been  possible  to  utilize  a  common  heating  plant 
and  to  avoid  duplication  of  compressed  air  and  other 
service  facilities.  The  carhouse  has  capacity  for  all  the 
cars  in  the  Worcester  district  and  replaces  old  buildings 
at  Market  Street  and  Gates  Lane.  Some  203  passenger 
cars  are  to  be  operated  from  this  point.  The  new  garage, 
with  capacity  for  50  buses,  represents  only  about  one- 
fourth  of  the  final  possible  development.  Space  for 
extension  on  the  east  will  provide  for  50  more  buses,  and 
permissible  development  on  the  north  will  house  75  to  100 
additional.    There  is  also  room  for  future  extension  of 


the  carhouse  to   the  south,   which  would  accommodate 
sixteen  additional  cars. 

An  accompanying  illustration  shows  the  general  ar- 
rangement  of   the   Grove   Street   plant   with  carhouse. 


The    new    Grove    Street 
carhouse,  storage  yard 
and     garage     of     the 
Worcester  Consoli- 
dated   Street    Rail- 
way forms  a  com- 
pact   and    efficient 
maintenance    plant 
for    both    electric 
railway    and    bus 
equipment.      Dot- 
ted lines  indicate 
future  garage  ex- 
tensions 


May  26, 1928 


ELECTRIC  RAILWAY  JOURNAL 


849 


storage  yard  and  garage,  and  the  contemplated  extensions. 
Both  buildings  are  of  modern  fireproof  construction  of 
red  brick  with  artificial  stone  trim,  steel  sash,  gypsum 
roof  and  with  very  large  skylights  giving  almost  ideal 
natural  illumination.  The  floor  area  of  the  garage, 
20,000  sq.ft.,  is  the  maximum  which  the  state  will  allow 
in  a  class  A  garage.  The  trusses  have  a  span  of  105  ft., 
giving  an  unobstructed  floor.  Motor-operated,  push- 
button-controlled Kinnear  doors  are  installed  in  both 
buildings.  Complete  sprinkler  systems  of  the  "wet"  type 
are  provided.  Pipes  for  air  at  200  lb.  pressure,  gas, 
hot  water,  cold  water  and  vacuum  for  cleaning  purposes 


are  carried  underground  between  the  two  buildings,  thus 
concentrating  service  equipment  for  these  several  facil- 
ities at  one  place  in  the  carhouse. 

The  general  arrangement  of  the  carhouse  is  similar 
to  that  of  the  Hooker  Street  carhouse  in  Springfield 
which  was  built  a  number  of  years  ago.  The  size  and 
shape  of  the  lot  permitted  a  track  layout  giving  con- 
venient storage  facilities  for  a  maximum  number  of  cars. 
The  building  provides  track,  shops  and  pits  for  inspec- 
tion and  running  repairs  and  a  large  wash  bay.  Cars 
entering  on  the  north  track  are  assigned  to  a  position 
either  in  the  storage  yard  at  the  west  of  the  carhouse  or 


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Section  A-A 


Car  inspection,  wheel  changes  and  running  repairs  are  made  at  this  carhouse 

All  Worcester  cars  are  now  operated  from  this  carhouse.    Equipment  indicated  includes  A,  saw  table ;  B,  motor-driven  hack  saw ; 

C,  drill  press ;  D,  grinder ;  E,  forge ;  F,  f an ;  G,  bending  machine. 


850 


ELECTRIC  RAILWAY  JOURNAL 


VoL71,  No.21 


are  run  around  and  into  the  building  from  the  south. 
Cars  leave  the  building  from  the  north  end,  estab- 
lishing continuous  movement  between  the  yard  and 
the  several  carhouse  bays  without  switching  or 
interference. 

A  total  of  425,000  passenger  car-miles  per  month 
are  operated  from  this  house.  At  present  the  base 
schedule  from  Grove  Street  calls  for  76  cars  with 
94  scheduled  extras,  making  a  total  of  170.  The 
building  will  hold  from  32  to  40  cars,  depending  on 
how  closely  they  are  spaced.  The  outdoor  storage 
section  west  of  the  building  will  accommodate  144 
cars,  and  the  tracks  at  the  north  and  south  end  will 
store  24  additional.  This  makes  a  total  capacity  of 
200  cars,  or  208  if  the  carhouse  itself  is  closely 
filled.  By  placing  cars  on  curves,  north-and-south 
lead-in  tracks,  spur  track  to  the  coal  bunker,  etc., 
many  additional  cars  can  be  stored. 


Convenient  Facilities 

Are  Found 

Throughout  This 

Modem  Carhouse 


I 


A — Well  lighted  and  drained  wash  bay. 

B — Oil  pump  room  and  waste  treating  equipment. 

C — Wheel  storage  room  in  basement.  Opening  at 
right  leads  to  wheel  hoists  in  pits.  Note  monorail  on 
ceiling  for  handling  wheels. 

D — View  taken  under  carhouse  floor  showing  open 
pit  construction.  Note  ample  drainage  facilities,  space 
heaters  in  background  and  near  center  of  illustration. 

E — Oil  storage  tanks  and  barrel  hoist  in  basement 
under  oil  room. 


May  26, 1928 


ELECTRIC  RAILWAY  JOURNAL 


851 


Bracket  hoist  on  carhouse  west  wall  for  handling  oil  and  wheels 
from  spur  track  to  pits  leading  to  storage  rooms  in  basement 


The  carhouse  building  is  divided  into  four  principal 
bays.  On  the  east  side,  in  the  triangular  section  adjacent 
to  Grove  Street,  are  the  several  rooms  devoted  to  the 
activities  of  the  transportation  department.  These  in- 
clude a  cashier's  office  and  offices  for  the  receivers  and 
the  dispatcher.  There  is  a  large  room  for  the  men 
awaiting  their  runs,  which  is  equipped  with  tables,  sched- 
ule racks  and  chairs.     A  locker  room  and  toilet,  with 


Bradley  wash  fountains  and  an  electric  hand  drier, 
adjoins  the  men's  room.  There  is  also  a  lunch  room 
and  telephone  booths. 

Adjoining  the  quarters  for  the  transportation  depart- 
ment is  the  car-washing  bay  which  has  two  tracks  with 
ample  capacity  for  four  cars  each.  In  this  bay  there 
are  numerous  hot  and  cold  water  outlets  and  adequate 
drainage  facilities.  The  hot  water  is  supplied  through  a 
loop  system  of  piping,  and  the  concrete  floor  slopes 
sharply  toward  the  several  drains. 

Next  to  the  wash  bay  is  the  main  section  of  the  car- 
house  devoted  to  running  repairs  and  inspection.  Six 
tracks  in  this  bay  are  supported  on  A^-'m.  Lally  columns 
to  form  an  open  pit  below  the  entire  carhouse  floor. 
Two  of  the  pits  have  side  trenches  to  facilitate  truck 
inspection,  etc.  These  side  pits  are  floored  with  diamond 
steel  plates  and  the  sides  are  open  so  that  they  drain 
readily  and  may  be  easily  cleaned.  The  drainage  of  all 
pits  was  laid  out  so  that  they  might  be  kept  dry  during 
wet  weather.  Between  each  pair  of  pits  there  is  a  wide 
drainage  trench  with  ample  sewer  connections. 

Facilities  for  hoisting  and  handling  of  heavy  parts 
in  this  section  of  the  building  are  indicated  in  an  accom- 
panying drawing.  On  the  two  west  tracks  adjoining  the 
machine  shop  and  store  room  there  are  two  Columbia 
car  hoi.sts.  Two  jib  cranes  with  3-ton  electric  hoists  and 
an  overhead  I-beam  trolley  are  so  located  as  to  facilitate 
the  handling  of  heavy  parts  or  material  between  the  re- 
pair track,  the  machine  shop  and  store  room.  In  line 
with  the  wheel  storage  room  described  later,  and  below 
the  level  of  the  carhouse  floor,  there  are  two  pit  wheel 
hoists  arranged  with  removable  rail  sections  in  the  car- 
house  track  so  that  wheel  changes  may  be  made  rapidly. 


I 


General  interior  view  of  Grove  Street  carhouse  inspection  bay.     Note  drop  side  inspection  pit, 

Columbia  car  hoist  aild  jib  crane 


852 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.21 


.  -   1  t^rattingover 


Floor  (/rain 
for  areaway. 


■ircszarib: 


East  Devotion 


Section  A-A 
Capacity  for  50  buses  is  provided  in  the  new  garage 

/,  Relio  grinder;  /, 


It  has  a  floor  area  of  20,000  sq.ft.  A 
well-equipped  repair  shop  and  a  conven- 
iently arranged  depressed  section  for  bus 
inspection  and  overhaul  are  special  features 
of  interest.  Some  of  the  equipment  in- 
cludes, A,  Bowser  nozzle  controlled  gas 
pump;  B,  gas  meter  in  fill  pipe;  C,  bat- 
tery wash  tank;  D,  acid  crocks;  E,  con- 
stant potential  battery  charger;  F,  Elmco 
ignition   test    stand;    G,   battery    charging 


Along  the  west  side  a  section  approximately  30  ft. 
wide  and  running  the  full  length  of  the  building,  approxi- 
mately 207  ft.  long,  has  been  divided  for  shop,  office 
and  store  room  facilities.  Beginning  at  the  south  end, 
there  is  one  29x40-ft.  6-in.  machine  shop,  then  a 
blacksmith  shop  and  tool  room,  an  office  for  the  master 
mechanic,  store  rooms  for  headlights  and  markers, 
glass,  oil  and  waste;  a  29x30-ft.  stock  room,  lavatory 
and  toilet  for  mechanical  employees  and  large  locker  and 


recess  rooms  at  the  north  end. 
For  a  distance  of  144  ft.  from 
the  north  end  there  is  an  ex- 
cavated section  which  houses 
the  boiler  room,  a  basement 
store  room  for  heavy  or  bulky 
parts,  an  oil  storage  room  and 
space  for  wheel  storage. 

Between  the  boiler  room 
and  the  basement  store  room 
are  a  heavy-duty,  65-cu.ft.- 
capacity,  200  -  lb.  National 
Brake  &  Electric  Company 
air  compressor  and  a  Spencer 
vacuum  cleaner  pump.  These 
serve  both  the  carhouse  and 
the  garage.  The  switchboard 
tiere  controls  all  500-volt 
direct  current ;  500-volt  three- 
phase,  60-cycle  alternating 
current,  and  110-220  volts, 
three-wire  alternating  current 
for  light  and  power. 

Two  boilers  furnish  steam 
for  heating  the  carhouse  and 
garage.  Standard  radiators 
and  steam  coils  are  in  most 
of  the  small  rooms  and  offices. 
Throughout  the  carhouse  and 
garage,  unit-type  base  heaters 
with  fans  are  located  at  points 
to  give  uniform  heat  distri- 
bution. The  use  of  these  unit- 
type  heaters  for  keeping  the 
carhouse  pits  at  a  comfortable 
temperature  is  particularly 
interesting  and  has  worked 
very  satisfactorily.  There  is 
a  series  of  gratings  in  the 
carhouse  floor  just  inside  the 
Kinnear  doors,  and  in  the  pit 
below  these  gratings  are  the 
unit  heaters.  The  fans  on 
the  heaters  draw  cold  air  down 
from  around  the  doors  and 
force  it  through  the  unit- 
heater  steam  coils  out  into 
the  pit.  These  heaters  at 
either  end  of  the  pit  are  sup- 
plemented by  additional  heat- 
ers placed  at  intervals  under 
the  carhouse  floor  between 
pits.  With  this  arrangement 
the  pits  are  kept  dry  and 
warm  even  in  cold  weather. 

In  the  boiler  room  there  are 
ample  coal  bins,  ash-handling 

hoists,  hot  water  circulating 

pumps,  a  sump  pump,  return 
vacuum  pump,  separators  for  the  vacuum  cleaning 
system  (one  for  ordinary  service  and  the  other  for  taking 
care  of  soot,  etc.,  when  cleaning  the  boiler  tubes)  and  a 
hot  water  boiler  for  supplying  the  carhouse  and  garage. 
Returned  steam  from  the  heating  system  is  used  to 
supplement  the  main  hot-water  heater. 

In  addition  to  the  heavy  materials  store  room  in  the 
basement  there  are  spaces  for  oil  storage  and  wheel  stor- 
age.   An  areaway  extending  out  from  the  building  within 


rack ;  //,  work  bench ; 
large  Wadell  bearing  outfit ;  K,  solution 
tank ;  L  heavy-duty  motor  overhaul  stands ; 
M,  Reamo  bench  reamer ;  A'^,  bench  grinder ; 
0,  60-ton  Manley  press ;  P,  McKee  clean- 
ing outfit;  Q,  Alemite  grease  compressor; 
R,  transmission  oil  pressure  tank;  S,  oil 
storage  tanks ;  T ,  brakelining  machine ;  U , 
Cowdrey  brake  tester;  V ,  spring  assembly 
vise. 


May  26, 1928 


ELECTRIC  RAILWAY  JOURNAL 


853 


convenient  reach  of  a  spur  track  from  the  car  storage 
yard,  is  served  by  a  jib  crane  with  electric  hoists  mounted 
on  the  building,  as  shown  in  the  illustration.  This  gives  a 
convenient  means  for  handling  oil  barrels  or  car  wheels 
from  a  supply  car  to  the  basement  pit  leading  into  either 
the  oil  storage  room  or  the  wheel  room. 

Bowser  oil  storage  tanks  in  this  basement  room  connect 
with  pumps  in  the  oil  treating  room  immediately  aljove. 
A  barrel  hoist  permits  oil  to  be  conveniently  poured  into 
the  storage  tank.  In  the  pump  room  above  is  an  S.  F. 
Bowser  waste  treating  plant  adjacent  to  the  oil  pumps. 

The  wheel  storage  room  is  served  by  an  outside  pit 
from  the  same  jib  crane  and  1-ton  Shepard  electric  hoist 
that  serves  the  adjacent  oil  room  pit.  Within  the  wheel 
store  room  is  an  overhead  monorail  with  a  hoist.  Wheels 
may  be  picked  up  from  the  floor  of  the  store  room  and 
carried  by  the  monorail  through  an  opening  in  the  foun- 
dation wall  into  the  pit  space  under  the  main  carhouse 
floor.  At  this  point  they  are  set  on  rails  on  the  pit  floor 
and  can  be  rolled  directly  to  the  jacks  where  they  are 
lifted  into  position  in  the  truck  on  cars  setting  on  the  pit 


In  the  northwest  corner  of  the  garage  building  are 
the  repair  shop,  39x41  ft.,  and  the  Ijattery  room,  about 
19  ft.  square.  An  8-ft.  fire  door  from  the  repair  shop 
into  the  garage  leads  directly  to  the  depressed  floor  area 
in  the  northeast  corner  of  the  building  where  bus  inspec- 
tion and  overhaul  work  are  done.  The  depressed  section 
is  approximately  4  ft.  6  in.  deep.     Overhead  runways 


Modern  bus  maintenance  facilities  feature  the  new  Worcester  garage 

A — Battery  charging  room  with  special  rack  for  holding  batteries. 
Against  the  wall  behind  is  the  constant  potential  motor-generator 
charging  unit. 

B — Oil  storage  tanks,  Alemite  grease  pump,  and  transmission  oil 
pressure  tank  in  northeast  corner  of  garage— adjacent  to  pit  section. 
Note  design  of  end  stops  on  bus  runways  over  pits  in  left  foreground. 

C — Elmco  starter  and  ignition  testing  equipment  in  bus  shop. 


track  above.  The  lift  is  accomplished  by  hydraulic  pit 
hoists  and  removable  sections  of  rail. 

The  Grove  Street  plant  is  primarily  a  carhouse  and 
only  necessary  running  repairs  are  made  there.  All  ma- 
jor overhauling  and  any  large  machine  jobs  are  done  at 
the  Market  Street  shops,  where  ample  machine  facilities 
are  available.  Only  limited  machine  equipment,  includ- 
ing a  motor-driven  grinder,  small  drill  press,  motor  hack- 
saw and  a  saw  table,  together  with  a  single  forge,  bending 
machine,  benches  and  suitable  hand  tools  are  installed  in 
the  carhouse. 

An  illumination  intensity  of  at  least  9  foot-candles  is 
obtained  throughout  the  carhouse.  This  is  intensified  by 
the  white  color  all  walls  and  ceilings  are  painted.  The 
carhouse  is  wired  for  the  three-wire  system  at  110-220 
volts,  60  cycles. 

While  the  garage  has  a  total  capacity  of  only  50  buses, 
at  present  23  vehicles  are  operated  from  it.  and  all  the 
major  overhauling  and  repairing  on  some  55  buses  are 
taken  care  of.  The  total  bus  mileage  operated  is  approxi- 
mately 200,000  per  month. 


give  space  for  four  buses,  and  the  remainder  of  the  floor 
is  covered  with  subway  grating  so  as  to  give  ample  ven- 
tilation. Beyond  the  bus  runway  there  is  room  for  a  long 
work  bench  on  the  depressed  level  to  which  stairs  on 
either  side  give  convenient  access.  Alemite  grease  and 
transmission  oil  are  piped  directly  from  a  grease  com- 
])ressor  and  an  oil  pressure  tank  to  outlets  at  several 
points  in  the  0{>en  pit  section  from  which  buses  may  be 
lubricated  conveniently. 

The  first  runway  on  the  east  side  of  the  pit  section  is 
used  for  mileage  inspection.  A  Cowdrey  brake  tester  is 
set  flush  with  the  garage  floor  so  that  bus  brakes  can  be 
tested  while  other  inspections  are  being  made.  The  pits 
are  served  by  a  monorail  running  across  the  entire  de- 
pressed section  and  communicating  with  the  repair  shop 
so  that  motors  and  other  heavy  parts  may  be  moved 
directly  between  the  pits  and  the  shop. 

Along  the  east  wall  on  the  garage  floor  level  and 
adjacent  to  the  inspection  pits  are  the  oil  storage  tanks 
and  a  brakelining  machine.  Here  also  there  is  a  rack  for 
springs  and  a  spring  assembly  vise. 


It 


854 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.21 


A  depressed  area  in  the  garage,  with  subway  grilles  between  bus  runways  forms  a  convenient  open  pit. 
At  the  extreme  left  is  a  Cowdrey  brake  tester  set  flush  with  the  garage  floor 


Longitudinal    Section   B-B 


7Fli^  '^'TWiKigiraaw^^y,^ 


A  basement  section  along  the  west  side  of  the  carhouse  provides  space  for  boiler  room, 
heavy  stores,  oil  and  wheel  storage 
The  basement  equipment  includes  A,  electric  wheel  hoist ;  B,  outdoor  bracket  cranes ;  C,  switchboard ;  D,  heavy-duty  National  air  com- 
pressor ;  E,  hot  water  tanks ;  F,  vacuum  cleaner ;  G,  hot  water  heater ;  H,  vacuum  cleaner  separators ;  /,  return  pumps ;  /,  boilers ; 

K,  hot  water  pumps ;  L,  sump  and  sump  pump. 


I 


May  26, 1928 


ELECTRIC  RAILWAY  JOURNAL 


855 


In  the  repair  shop  are  a  60-ton  Manley  press,  heavy- 
duty  motor-overhaul  stands,  a  Reamo  bench  reamer,  a 
large  Wadell  bearing  outfit,  a  Relio  wet  grinder  and  an 
Elmco  test  stand  for  starter,  ignition  and  generator  over- 
haul. There  is  also  a  McKee  outfit  for  cleaning  all  parts 
that  are  taken  ofif  the  buses.  In  the  battery  room  there 
is  a  constant  potential  motor-generator  charger  set  with 
battery  racks  having  capacities  for  36  batteries.  In  this 
room  there  are  also  work  benches,  battery  wash  tanks  and 
acid  crocks.  Ga.soline  is  stored  in  a  5,0(X)-gal.  under- 
ground tank  with  a  Bowser  nozzle-control,  air-operated 
gas  pump  located  inside  the  building  between  the  two 
entrance  doors.  An  Xacto  flow  meter  on  the  filling  pipe 
permits  a  check  to  be  kept  on  the  amount  of  gasoline 
received.  No  provision  is  made  for  body  work  or  paint- 
ing in  the  garage,  as  this  work  will  all  be  done  in  the 
main  shop  at  Market  Street. 

As  indicated  on  an  accompanying  drawing,  the  garage 
floor  is  pitched  to  provide  drainage  to  two  lines  of  drains. 
Along  the  south  wall  of  the  building  there  are  four  hot 
and  cokl  water  outlets  for  washing.  Numerous  electric 
outlets  along  the  other  walls  of  the  building  and  at  the 
pits  provide  convenient  connections  for  hand  tools  and 
portable  lamps. 

^ 

Chair  Car  is  Popular  in 
St,  Louis 

St.  Louis  Public  Service  Company  is  receiving  much 

favorable  comment  on  its  trial  car  using 

individual  bucket  type  seats 

ON  MARCH  28  the  St.  Louis  Public  Service  Com- 
pany, St.  Louis,  Mo.,  introduced  to  the  patrons  of 
the  Grand  Avenue  line  a  new  chair  car  furnished  with  43 
individual  seats  and  having  other  interior  improvements. 
The  car  ran  on  this  line  for  four  days  and  then  was 
put  in  service  in  successive  intervals  of  two  or  three 
days  on  six  other  lines.  It  was  operated  on  a  changing 
schedule  so  that  a  great  number  of  people  were  able  to 
ride  in  it.  Post  cards  distributed  by  the  conductor  were 
used  by  many  patrons  to  express  their  sentiments  con- 
cerning the  car. 

The  seats  are  of  the  individual  bucket  type  and  are 
covered  with  cane.  The  edges  of  the  arms  and  back  are 
bound  all  around  with  aluminum  strips.  The  seats  are 
supported  by  iron  pedestals  fastened  firmly  to  the  floor. 
They  are  placed  at  an  angle  of  45  deg.  to  the  length 
and  are  tipped  back  slightly.  Ample  knee  room  and 
privacy  are  afforded  by  this  arrangement.  The  deep- 
seat  cushions  are  upholstered  in  genuine  Spanish  leather. 

Instead  of  haijd  straps  the  car  has  white-enameled 
stanchions  from  floor  to  roof.  The  aisle  is  wider  than 
in  the  standard  type  of  cir  and  accommodates  a  larger 
number  of  standees.     Frosted  lamps  are  used  in  the  car 


Privacy  is  afforded  patrons  of  the  St.  Louis  Public  Service 
Company  who  use  this  car 

and  are  so  located  that  the  passengers  receive  the  light 
over  their  shoulders.  A  shelf  behind  the  seats  and  next 
to  the  windows  is  provided  for  packages. 

More  than  97  per  cent  of  those  who  wrote  cards  gave 
the  new  car  their  unqualified  approval.  Nearly  every 
correspondent  stressed  the  word  "comfort,"  indicating 
that  this  is  what  patrons  appreciate  most  as  riders  of  the 
street  cars.  A  great  deal  of  comment  was  devoted  to  the 
soft  light  which  came  from  the  frosted  bulbs,  making 
reading  a  pleasure,  while  others  mentioned  a  conscious- 
ness ot  respectability  of  all  passengers  being  separated 
and  riding  as  individuals.  The  general  trend  of  senti- 
ment on  the  many  cards  received  is  expressed  in  a  few 
of  the  typical  replies,  appended  here: 

Very  comfortable.  E.specially  good  for  reading,  as  the  light 
comes  over  the  shoulder. 

I  think  you  should  do  away  with  all  of  your  old  equipment  and 
place  these  cars  on  all  your  lines  and  charge  a  10-cent  fare. 

The  new  car  is  delightful.  Seats  very  comfortable.  Better 
arrangement  for  standing  space. 

This  car  has  all  of  the  comforts  of  a  bus,  with  better  lighting 
and  heating  system,  and  no  danger  of  skidding  or  turning  over. 

Better  lighting  arrangement.  With  more  space  in  aisles,  less 
chance  for  crowding  and  congestion  on  board.  Even  standing 
accommodations  are  better.  Would  like  to  see  these  cars  on  all 
lines  in  the  city. 

Very  much  impressed  with  this  new  car.  It  eliminates  crowd- 
ing in  the  aisles.  Impossible  to  stumble  over  patrons'  feet. 
Certainly  seems  to  be  another  forward  step  in  your  rapidly  im- 
proving service  to  the  public. 

A  daring  and  dangerous  innovation  in  that  no  one  who  uses  it 
will  ever  be  content  to  ride  in  any  other. 

On  boarding  this  car  my  first  impression  was  that  I  was  enter- 
ing a  well-lighted  sitting  room,  full  of  comfort  and  good  cheer. 

Something  St.  Louis  should  be  proud  of.  Something  dififerent. 
More  sanitary.  Not  merely  riding  to  get  there,  but  taking  a  ride 
for  pleasure.  I  think  the  individual  chairs  are  great  for  com- 
fort alone.  I  could  stay  in  one  and  read  all  day  with  the  utmost 
satisfaction. 

I  think  the  new  seating  arrangement  very  satisfactory.  I  was 
so  comfortable  that  I  was  loath  to  leave  the  car. 

Mighty  fine.  Privacy.  Comfort  and  convenience.  If  you  had 
cars  like  these  on  all  your  lines,  we'd  never  ride  the  buses  nor 
drive  our  own  cars  to  work. 


fx/Y  doors  fnfrance   c/oors 

Forty-three  individual  bucket  type  seats  are  provided  in  the  chair  car  as  well  as  ample  aisle  room 


856 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.21 


Culvert  Built  Under 
Difficulties 

By  M.  R.  Sumner 

General  Superintetident  of  Construction  Pittsburgh  Branch, 
Byllesby  Engineering  Sr  Management  Corporation 

MORE  than  usual  difficulty  was  encountered  in  the 
replacement  of  the  Girty's  Run  Culvert  across  the 
Millvale  carhouse  yard  of  the  Pittsburgh  Railways.  An 
old  rubble  stone  culvert  of  rectangular  section,  10  ft. 
wide,  8  ft.  high,  and  roofed  with  a  stone  arch,  had  been 
in  use  about  50  years  and  its  weakened  condition  neces- 
sitated its  replacement.  The  floor  of  the  old  culvert, 
originally  of  10xl6-in.  white  pine  timbers  was  found  to 
be  worn  to  a  4-in.  thickness  in  some  places. 

The  new  concrete  culvert  has  a  rectangular  frame. 
While  statically  indeterminate  and  rather  difficult  to 
design,  it  permits  simple  construction,  since  it  obviates 
the  use  of  piling  and  permits  a  symmetrical  arrangement 


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Cross-section  of  Girty's  Run  Culvert  of  Pittsburgh  Railways 

of  the  reinforcing  steel.  As  completed,  the  new  culvert 
is  201  ft.  long,  25  ft.  wide,  and  15  ft.  6  in.  high,  and  is 
roofed  its  entire  length.  The  width  was  specified  by 
an  ordinance  of  Millvale  Borough. 

The  normal  flow  of  Girty's  Run  was  diverted  tem- 
porarily into  a  36-in.  sewer  by  a  dam  erected  about  one- 
quarter  mile  above  the  culvert,  while  water  entering 
below  the  dam  was  run  through  a  series  of  4-in.  pipes 
laid  over  the  portion  under  construction.  Another  dam 
was  built  at  the  river  end  of  the  run  to  keep  out  back 


water.  Both  of  these  dams  proved  insufficient  in  times 
of  high  run-otf  or  high  river  stages.  The  upper  one 
could  only  divert  normal  flow,  and  in  time  of  rain  excess 
water  delayed  construction  work.  High  water  in  the 
river  washed  out  the  lower  dam  a  number  of  times  where 
a  No.  9  Pulsometer  pump  cared  for  normal  leakage. 

The  work  was  started  in  July,  1927.  High  water 
halted  the  work  from  Nov.  25  to  Dec.  6,  and  again  from 
Dec.  12  to  20.  The  latter  flood  was  the  highest  recorded 
in  years.  These  floods  necessitated  excavation  of  one 
28-ft.  section  three  times,  as  each  time  the  water  filled 
in  the  trench. 

Excavation  was  done  by  a  stifi:-leg  derrick,  aided  at 
times  by  a  steam  shovel  and  a  gasoline  driven  crane. 


Building  a  culvert  for  Pittsburgh  railways 

In  the  center  background  is  tlie  old  culvert  channel,  while  the 
walls  of  the  new  are  clearly  shown.  Some  material  remains  to 
be  removed  before  the  new  culvert  is  opened  to  its  full  width. 


The  derrick  services  were  limited  at  certain  spots  due  to 
interference  of  the  trolley  wires  in  the  carhouse  yard. 
An  engine  foundation  of  masonry  was  uncovered  that 
lay  between  8  and  10  ft.  below  the  surface  and  was  lOx 
12  ft.  in  area,  with  a  depth  of  12  ft.  This  also  had  to  be 
removed. 

The  concrete  mixer  was  placed  directly  over  each  sec- 
tion as  it  was  poured.  The  mixer  was  loaded  by  batch 
skips  which  were  filled  by  hand.  The  skips  were  handled 
by  the  stifi'-leg  derrick.  The  job  was  handled  under  the 
supervision  of  W.  J.  Millitigton  of  the  Pittsburgh  branch 
of  the  Byllesby  Engineering  &  Management  Corporation 
and  cost  approximately  $100,000,  being  somewhat  higher 
than  originally  anticipated,  due  to  the  presence  of  high 
water  and  other  delays. 


Taxes  Doubled  in  Eight  Years 

THE  single  item  of  taxes  and  compensation  paid  the 
city  by  the  Chicago  Rapid  Transit  Company,  oper- 
ating the  elevated  lines  in  Chicago,  gives  an  idea  of  the 
way  in  which  operating  expenses  have  increased.  For 
the  year  1919  the  taxes  paid  by  the  company  were 
$908,057.  For  the  year  1927  the  amount  was  $1,755,365 
— almost  doubled  in  eight  years. 


International  Association  Meets 

at  Rome 


Reports  on  one-man  car  operation,  track  design,  radial 
trucks,  fare  collection  and  construction  of  reservations  were 
presented  and  discussed.  The  association  was  organized 
in  1885,  and  the  Rome  meeting  was  the  21st  in  its  history 


REPORTS  have  been  received  of  the  opening  ses- 
sions in  Rome  of  the  1928  Convention  of  the 
-  Union  Internationale  de  Tramvi^ays  de  Chemins 
de  fer  d'Interet  local  et  de  Transport  Publics  Automo- 
biles. The  last  convention  of  this  association  was  held 
in  Barcelona  in  1926. 

The  first  meeting  of  the  Rome  Convention  was  held 
in  the  Senate  Room  at  the  National  Capitol  in  Rome. 
As  the  Senate  was  hot  in  session,  this  auditorium  was 
placed  at  the  disposal  of  the  association  by  the  Italian 
government.  The  convention  continued  from  May  6  to 
12.  It  was  followed  by  a  trip  through  northern  Italy, 
during  which  the  delegates  had  an  opportunity  to  in- 


spect the  electric  railway  systems  in  Turin  and  Milan. 

The  association  was  organized  in  1885,  and  the  meet- 
ing this  year  was  the  21st  in  its  history.  It  was  also  the 
first  meeting  of  the  association  to  be  held  since  the  war 
at  which  delegates  from  Germany  and  Austria  have  been 
present.  The  reunion  in  one  association  of  railway  rep- 
resentatives from  the  former  belligerent  countries  was 
brought  about  through  the  efforts  of  railway  managers 
from  certain  of  the  countries  which  were  neutral  during 
the  war,  such  as  Holland  and  Switzerland. 

Abstracts  of  some  of  the  papers  presented  at  the  Rome 
Convention  are  published  in  this  issue.  Others,  with  a 
report  of  the.  meeting  itself,  will  appear  in  later  numbers. 


Radial- Axle  Cars 


By  Charles  Harmel 
General  Manager,  Liege  Consolidated  Street  Railway  Company,  Liege,  Belgium 


RADIAL  car  axles  always  have  had 
a  number  of  advocates  in  Europe 
The  experience  with  them  has  been 
varied.  The  results  of  replies  received 
from  a  questionnaire  are  given  in  the 
accompanying  table.  The  Albrecht 
truck,  at  Ruhrort,  is  used  in  connection 
with  Cardan  drive  motors. 

It  must  not  be  forgotten  that  the  axles 
of  a  moving  motor  car  are  subject  to  the 
force  of  propulsion  as  well  as  the  reac- 
tion caused  by  the  contact  of  the  wheel 
flange  and  the  rail  guard.  The  couple 
resulting  from  these  forces  tends  to  pre- 
vent the  axles  from  taking  a  radial  posi- 
tion on  the  curve.  Even  an  absolutely 
free  axle  will  not  do  so  entirely,  because 
as  the  wheel  on  the  outside  of  the  curve 
tends  to  take  this  position,  the  reaction 
from   the   wheel   on   the    inside   of    the 


curve    tends    to    keep    the    axle    at    an 
angular  position. 

Efforts  of  truck  designers  to  produce 
radial  action  of  car  axles  on  curves  may 
be  divided  into  three  classes,  depending 
on  the  location  of  the  force  needed  for 
radiation,  namely:  (1)  if  at  the  center 
of  the  axle,  (2)  outside  of  the  axle  to- 
ward the  ends  of  the  car  and   (3)   be- 


tween the  axles  towards  the  center  of 
the  car.  It  is  the  opinion  of  the  author 
that  only  those  radial  axles  depending 
on  the  third  principle  will  give  satisfac- 
tion. This  principle  naturally  calls  for 
a  three-axle  truck.  Several  of  these 
have  been  designed.  One  developed  by 
P.  Algrain  of  the  Croyere  Company, 
will  be  tried  on  the  Brussels  system. 

Based  on  the  same  principle  the  Win- 
terthur  Locomotive  Works  has  built  an 
experimental  car,  equipped  for  Cardan 
drive,  in  which  the  motors  are  mounted 
on  small  four-wheel  trucks  between  the 
two  driving  axles.     This  car  has  been 


Albrccht-Krupp  radial  axle  truck  designed  for  Cardan  drive 


SUMMARY  OF  RADIAL  AXLE  SITUATION  IN  EUROPE,  BASED  ON  QUESTIONNAIRE 


Name  of  System 
Paris  Surface  Lines 

Bordeaux 

The  Hauge 

Glasgow 

Leeds 

Basle 

Geneva 
Utge 

Ruhrort 


Number  of 

Cars  With 

Radial  Axles 

8  m.c. 
114  t.c. 

9  cars 

5  cars 
2  cars 

200  ears 

82  m.c. 
68  t.c. 

6  cars 
6  m.c. 

12  t.c. 
4  m.c. 


System  of  Radial  Axles  Us6d  on  Motor  Cars 
Exterior  axle  type  with  two  diagonal  con- 
nections. 
Delmez  system  without  any  connections. 

Kamp  system,  one  diagonal  connection. 

Central  axle  type  with  two  connections. 

Link  axle  system  with  no  connection. 


Kamp  system. 

Albrecht  system  with  axle  support  on  hori- 
zontal arms. 


Results  Obtained 
Radiation  defective,  bad  effect  on  track, 

maintenance  costly. 
Radiation  good,  economy  of  energy  shown, 

less  tire  wear. 
Test  being  conducted. 
Test  being  conducted. 
Less  wear  on  tires,  better  traction. 

Radiation  defective  but  not  much  differ- 
ence in  tire  wear  than  with  fixed  axles. 

No  radiation  found. 

Radiation  favorable  but  not  perfectly  ful- 
filled. 

Radiation  favorable,  economy  of  energy, 
less  wear. 


Comments 
Radial  axles  will  be  abandoned 

in  favor  of  fixed  axles. 
Will  standardize  on  this  type. 


Will  standardize  on  the  radial 

system. 
Expect  to  abandon. 

Will  abandon. 
Will  continue  trial. 

Will  standardize  on  this  system 


857 


858 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.21 


■Sr^i^  ^esfc 

-41 

^r 

WAS.           ^   -JBBBIH.  '       •..— ^i' 

." 

\,^^^/                          V^»^HBBbw 

Early  Zurich  radial  axle  truck  for  Cardan  drive 


^1^& 


In  the  latest  design  for  Zurich,  a  center  axle  takes  the  place  of  a  guiding  truck.  This 
axle  does  not  cany  any  weight  of  the  car  body.  The  car  is  shown  on  a  curve  of  17- 
meter  radius 


put  in  experimental  service  in  Zurich 
(see  Electric  Railway  Journal  for 
Aug.  21,  1926,  page  297),  and  another 
car  is  being  built  for  Luxembourg.  The 
Luxembourg  car  will  have  a  wheelbase 
(distance  between  driving  a.xles)  of  5 
meters  (16  ft.  5  in.),  while  the  small 
interior  driving  truck  carrying  two 
motors,  will  have  a  wheelbase  of  2  meters 
(6  ft.  7  in.)  This  car  rounds  a  curve 
with  a  radius  of  15  meters  (49  ft.  3  in.) 
The  latest  design   in   which   the  single 


axle  takes  the  place  of  the  central  truck 
is   shown  in  the  diagram   above. 

The  trial  in  Zurich  has  been  too  shou 
to  give  any  definit  results. 

In  conclusion,  it  might  be  said  that 
parallel  axles  can  properly  be  used  on 
roads  not  having  short  radius  curves 
and  where  the  wheel  base  does  not  ex- 
ceed from  10  to  11 J  feet.  Elsewhere 
axles  which  actually  radiate  are  worth 
considering,  providing  their  maintenance 
is  not  too  high. 


Electric  Railway  Construction  on 
City  Reservations* 

By  J.  Lenartowicz 
Assistant  Manager  IVarsatv  Trannvays,  Warsaw,  Poland 

PROVISION  for  adequate  passenger  with   broad   radial   avenues   as   well   as 

transportation     is     a     necessity     in  belt  or  crosstown  boulevards  on  which 

proper  city  planning  understood  better  electric  cars  can  operate, 
now    than    formerly.      In    emphasizing        Preferably   the   track   should   be   laid 

this  need,  reports  presented  at  previous  in  a  reservation  in  these  streets  rather 

meetings   of   this   association  have   had  than    in    the   portions    of   the    highway 


an  important  part.  Adequacy  in  this 
connection  is  understood  to  mean  suf- 
ficiency both  in  capacity  and  in  speed. 
The  time  which  a  passenger  has  to  take 
for  travel  between  his  home  and  his 
business  usually  has  an  important  in- 
fluence on  his  choice  of  the  locality 
which  he  will  select  for  his  residence. 
To  care  for  this  transportation,  areas 
added  to  large  cities  should  be  provided 


devoted  to  other  traffic.  If  the  latter 
plan  is  followed,  the  car  schedule  speed 
can  rarely  be  higher  than  from  7\  to 
8  m.p.h.,  falling  to  5i  m.p.h.  in  the 
narrow  congested  streets  in  the  center 
of  the  city.  On  the  other  hand,  on 
reservations,  a  speed  of  from  12^  to 
15  m.p.h.  can  be  obtained  between  stops. 
Except  at  street  intersections,  such 
reservations   should   be   separated   from 


the  portion  of  the  street  used  for  vehic- 
ular traffic  by  curbing  or  other  means. 

A  number  of  different  types  of  such 
reservations  exist  in  European  cities. 
Several  are  reproduced  in  section  in 
the  accompanying  small  sketches.  The 
first  section  shows  a  construction  suit- 
able for  locations  such  as  along  the 
sides  of  rivers,  canals  or  steam  railroad 
lines.     It  is  used  in  Marseilles. 

In  the  second,  used  on  a  highway 
between  Paris  and  Meaux,  the  tracks 
are  between  the  sidewalk  and  the  street. 
This  arrangement  makes  the  cars  very 
easy  of  access  from  the  sidewalk.  Some 
of  its  disadvantages  are  :  There  is  greater 
danger  of  collisions  at  cross  streets, 
street  vehicles  cannot  easily  reach  the 
sidewalks  for  loading  and  unloading, 
and  if  track  repairs  have  to  be  made  it 
is  complicated  to  shunt  cars  from  one 
track  to  tiie  other.  On  the  whole,  the 
plan  does  not  help  much  in  increasing 
the  speed  of  the  cars. 


-BS'-3"to30'-7''    A*  B3'-8'fBZ5'-3"M 

Construction  used  in  Marseilles  and  suitable 
for  routes  adjoining  a  river,  canal  or 
steam  railroad  line 

The  third  section,  where  the  reserva- 
tion is  in  the  center  of  the  street,  shows 
a  better  arrangement.  It  is  possible  in 
streets  85  ft.  4  in.  wide  to  leave  a  space 
19  ft.  8  in.  for  the  cars,  18  ft.  on  each 
side  for  vehicular  traffic  and  14  ft.  9  in. 
for  the  sidewalk,  but  it  means  that  the 
span  poles  will  have  to  be  placed  in  the 
curbs.  A  better  construction,  where  the 
width  of  the  street  permits,  is  that 
shown  in  the  fourth  section.  It  is  the 
plan  recommended  by  the  Milan  High- 
way Congress  in  1926.  With  a  width 
of  29  ft.  6  in.  for  the  reservation,  it  is 
possible  to  use  center  poles  and  erect 
loading  platforms  for  the  cars  on  the 
reservation.  A  slightly  greater  width  per- 
mits the  construction  used  on  the  Corso 
Stupinigi  in  Turin,  shown  in  a  view  on 
page  859.  Here  slow-moving  vehicles 
use  the  outside  highways,  and  a  center 
highway  is  reserved  for  fast-moving 
vehicles. 

From  the  standpoint  of  the  railway, 
reservation  construction  has  many  ad- 
vantages, including  lower  first  cost  and 
maintenance    for    track,    lower    energy 


-/■t'-9"—lA* -jg'- >l<- -j»J«' ->K ■ja' ■iii.—M'-S'    -*i 

U- gs'-4'' >) 

The  section  at  the  left  shows  construction  between  Paris  and  Meaux.     While  car  loading  is  easy,  this  design  has  serious  disadvantages. 

A  better  plan,  where  space  permits,  is  shown  at  the  right 


May  26,  1928 


ELECTRIC  RAILWAY  JOURNAL 


859 


30 


25 


20 


If      V^ 


A,on privafB  r/gr/j/  of  way 
maximum  spaet/  /ff£  mi7es 
(30  km.)  per  hour 
B,  onprivaM  riff /if  of  way 
maximum  speeoi  15^  miles 
(25  km.) per  hour 
C,  on  paveff  sfree^  maximum 
.speed  IS i  fo  1 7i miles  (?Sf-o 
2d  km.)  per  hour ^_ 


0  250  500  750 

Meters 
0  750  1500  2,250 

Feel- 
Distance  Between  Stops 

Relation    between    maximum    and   schedule 
speeds  and  distances  between  stops 

consumption,  higher  speed,  fewer  acci- 
dents and  less  noise.  On  such  routes 
a  schedule  speed  of  12  m.p.h.  should  be 
attained,  based  on  a  maximum  speed  of 
15i  m.p.h.,  stops  1,443  ft.  apart  and 
eight  seconds  in  duration,  an  accelera- 
tion rate  of  1.4  m.p.h. p.s.  and  a  brak- 
ing rate  of  2.25  m.p.li.p.s.  On  the 
Corso  Stupinigi  in  Turin,  cars  make  a 
schedule  speed  of  12^  m.p.h.,  with  a 
maximum  speed  of  15j  m.p.h.  and  dis- 
tance between  stops  of  from  2,300  to 
2,600  ft.  Other  companies  operating 
over  reservations  report  maximum  speeds 
of  18|  m.p.h.  The  accompanying  graph 
of  possible  schedule  speeds  has  been 
compiled  by  Prof.  E.  Giese  of  Berlin, 
based  on  seven-second  stops,  an  accel- 
eration rate  of  1.7  m.p.h. p.s.  and  a 
braking  rate  of  2.5  m.p.h. p.s. 

The  speeds  obtained  on  street  railway 
lines  in  reservations  approximate  those 
on  rapid  transit  lines,  and  while  these 
routes  have  the  disadvantage  that  they 
have  to  conform  to  the  grades  of  streets 
and  are  handicapped  by  frequent  street 
intersections,  they  are  far  less  expensive 
to  construct  than  subways  or  even 
elevated  railways.  Moreover,  the  cars 
are  much  more  accessible  to  passengers. 
Later,  if  future  development  in  city 
growth   seems  to  demand  the  construc- 


tion of  rapid  transit  lines,  one  can  be 
built  as  an  elevated  or  subway  either 
above  or  below  the  reservation  much 
more  economically  than  if  no  reserva- 
tion existed. 


To  permit  the  highest  rate  of  speed 
on  reservations,  overhead  or  under- 
ground crossings  for  pedestrians  and 
vehicles  should  be  substituted  for  grade 
crossings  where  possible. 


One-Man  Car  Operation  in  Holland 

By  p.  M.  Nieuwenhuis 
Manager  of  Municipal  Tramways,  Arnhem,  Holland 


l\ 


[F  THE  results  with  one-man  cars 
■  have  been  less  satisfactory  in  Europe 
than  in  America  the  reason  has  been 
largely  because  a  lack  of  capital  to  pur- 
chase new  cars  has  induced  many  prop- 
erties to  try  to  use  old  and  unsuitable 
cars  for  one-man  service.  American 
practice  dictates  in  the  one-man  car  the 
need  for  platform  doors  or  gates  which 
can  be  kept  closed  when  the  car  is  in 
motion.  We  have  followed  this  prac- 
tice in  Arnhem,  where  since  January, 
1924,  one-man  cars  have  supplied  all  the 
service.  Our  first  trial  was  with  a  car 
with  a  capacity  for  18  seated  and  14 
standing  passengers,  with  entrance  on 
the  front  platform.  For  larger  cars,  or 
those  holding  25  seated  and  19  stand- 
ing passengers,  front  entrance  and  rear 
exit  are  used,  with  manually  operated 
doors  or  gates,  interlocked  with  the  con- 
troller. The  arrangement  on  the  rear 
platform  is  such  that  it  is  impossible  for 
a  person  to  enter  from  the  rear,  and 
we  have  suffered  no  trouble  from  this 
source.  What  in  effect  is  a  dead-man's 
handle  has  been  added  to  the  controller, 
but  the  spring  on  the  controller  handle 
is  held  down  by  a  pedal,  instead  of  by  a 
button,  as  in  the  American  design. 

On  our  city  lines  we  have  a  flat  fare 
of  10  Holland  cents  (4  American 
cents),  and  the  passenger  is  requested 
to  have  the  exact  amount  ready.  As 
fares  are  paid,  the  passengers  receive 
receipts  which  entitle  them  to  transfer 
to  any  other  line,  provided  they  keep 
traveling  in  the  same  direction.  The 
time  limit  is  indicated  on  these  tickets 
by  a  pencil  mark.  The  operator  marks 
up  a  number  of  tickets  in  advance  of 
each  trip.  On  interurban  lines  zone- 
fare  tickets  are  used,  but  as  many  pas- 


r^-Zl'-4' 
V. 


-J+C- 


B9'-6"- ->t<- 


This  center  arrangement  of  tracks  was  indorsed  by  the  1926  Milan  Highway  Congress 


.4 


-  £z'-a" 


-37'- 


;s'--  >Y'-J4'-5''- 


ZS'-4-- 


-Mt^, 


the  Corso  Stupinigi,  in  Turin,  the  outside  highways  are  for  slow-moving  vehicles 
and  the  center  for  fast-moving  vehicles 


sengers  on  these  lines  use  commutation 
tickets  which  simply  have  to  be  shown 
to  the  operator,  fare  collections  are  not 
complicated.  We  estimate  our  savings 
at  6,000  florins  per  year  per  motor  car. 

Six  other  cities  in  Holland  use 
one-man  cars,  namely  Amsterdam  with 
700,000  inhabitants,  Haarlem  with 
80,000  inhabitants,  Groningen  with 
100,000  inhabitants,  Leyden  with  60,000 
inhabitants,  Utrecht  with  150,000  in- 
habitants, and  Enschede  with  40,000 
inhabitants.  In  most  of  these,  entrance 
and  exit  are  on  the  front  platform,  but 
only  the  cars  in  Amsterdam  and  Arn- 
hem have  separate  passages  for  exit  and 
entrance.  Door  and  step  mechanism 
usually  is  manual. 

The  Amsterdam  service  was  begun  in 
1924,  originally  with  five  cars  on  a 
route  with  a  fairly  busy  service  (aver- 
aging 24  passengers  per  car-mile).  Fare 
boxes  are  used  and  as  in  Arnhem  the 
"dead-man's  control"  pedal  is  used.  The 
doors  and  steps  are  actuated  by  a  i-hp. 
electric  motor  carried  in  the  hood  and 
interconnected  with  the  controller. 
This  mechanism  operates  about  200 
times  a  day,  but  during  four  years  has 
caused  no  trouble.  When  the  brakes 
are  set  a  red  lamp  lights  in  front  of  the 
operator  and  burns  as  long  as  the  brake 
circuit  is  closed.  Another  red  lamp  on 
the  platform  lights  when  a  passenger 
presses  a  push  button  and  remains 
burning  until  the  exit  door  is  opened. 
Smoking  is  allowed  on  the  rear  plat- 
form. The  front  of  the  car  carries  a 
sign  that  the  car  is  run  by  one  man. 
Amsterdam  has  now  about  100  one-man 
cars   in   service. 

After  some  trial  with  entrance  and 
exit  in  front,  the  exit  in  Amsterdam 
was  changed  to  the  rear,  and  the  rear 
platforms  were  supplied  with  turnstiles 
to  prevent  unauthorized  entrance.  The 
city  authorities  took  a  hostile  position 
to  them,  however,  on  the  ground  that 
they  would  impede  rapid  exit  from  a 
car  in  an  accident,  and  the  turnstiles 
were  given  up. 

Tickets  are  issued  by  an  automatic 
ticket-issuing   machine. 

There  has  been  no  reduction  in 
schedule  speed  with  one-man  car  opera- 
tion. In  fact,  we  found  one-man  cars 
have  higher  schedule  speed  than  the 
former  two-man  cars. 

Similar  satisfactory  results  have  fol- 
lowed one-man  operation  of  motor  buses 
in  Holland.  The  principal  points  in  the 
success  of  one-man  car  and  bus  opera- 
tion is  to  adopt  equipment  which  will 
enable  the  public  to  board  and  alight 
from  cars  quickly,  to  teach  them  to  do 
so,  and  to  secure  the  co-operation  of 
the  personnel. 


860 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.21 


Parallel  Versus  Radial  Axles  for  Cars 

By  Jean  Castaing, 

Chief  Engineer  of  Rolling  Stock,  S.  T.  C.  R.  P. 

(Paris  Surface  Railway  and  Bus  Lines) 


PROPER  car  body  and  truck  desig^n 
has  been  the  suijject  of  a  number  of 
reports  presented  to  this  Association. 
This  year  a  questionnaire  was  sent  out 
on  the  use  of  parallel  and  radial  axles, 
and  26  companies  replied.  This  report 
discusses  the  relative  merits  of  parallel 
and  radial  axles.  Another  report  gives 
data  on  recent  designs  of  radial  trucks. 
The  number  of  cars  owned  by  the 
26  companies  which  replied  to  the 
questionnaire  is  given  in  the  accom- 
panying table. 

TABLE  I  — SHOWIN-:    CLASSIFICATION   OF 

AXL  CARS  OFTHE  26  COMPANTES  HEPLTTNG 

TO  THE  QUESTIONNAIRE 

Motor      TraU 

Care        Cars 

Cars  with  four  wheels  and  parallel  axles    6,437      3,376 

Care  »-ith  four  wheels  and  radial  axles   .      897  40 

Cars    with    eight    wheels   and    double 

(rucks 1 ,056 


Totals 8,390 


727 
4,510 


As  will  be  seen,  the  cars  with  radial 
axles  make  up  only  10.7  per  cent  of  the 
motor  car  group  and  9  per  cent  of  the 
trail  car  group. 

Omitting  consideration  in  this  total 
of  double-deck  cars,  whose  use  has  been 
almost  completely  given  up  on  the  con- 
tinent of  Europe,  the  motor  cars  in 
this  table  range  in  capacity  from  30  to 
70  passengers  and  the  trail  cars  from 
30  to  80  passengers.  The  width  of  the 
cars  varies  from  6  ft.  4|  in.  to  7  ft. 
3  in.  The  over-all  length  of  the  motor 
cars  varies  from  25  ft.  3  in.  to  45  ft. 
10  in.  and  that  of  the  trail  cars  from 
20  ft.  4  in.  to  41  ft.  4 
few  exceptions  the 
radius  on  the  lines  replying  to  the 
questionnaire  is  not  less  than  49  ft.  2 
in.  (15  meters).  The  problem  presented 
then  is  how  to  get  cars  varying  in 
length  from  20  ft.  to  45  ft.  around 
curves  with  a  SO-ft.  radius,  with  a  gage 
of  from  4  ft.  8i  in.  to  4  ft.  8J  in. 

The  rule  for  a  long  time  on  this 
subject  has  been  that  single-truck  cars, 
whose  wheelbase  does  not  exceed  10 
ft.,  should  operate  easily  around  a 
curve  whose  radius  is  not  less  than  50 
ft.,  and  that  cars  whose  wheelbase  is 
not  less  than  a  third  of  their  over-all 
length  will  run  without  nosing  or 
teetering. 

To  avoid  excessive  wheel  and  rail 
wear  as  well  as  energy  consumption  on 
curves,  efforts  have  been  made  to  de- 
sign radial  axles  which  would  be  sat- 
isfactory,   but    though    this    effort    has 


been  going  on  almost  since  the  birth 
of  electric  traction,  the  table  shows 
that  of  the  companies  replying  to  the 
questionnaire  only  about  10  per  cent 
have  their  rolling  stock  so  equipped. 
The  writer  hopes  to  show  that  for 
most  conditions,  on  lines  which  have 
no  curves  with  a  shorter  radius  than 
59  ft.  (18  meters),  single  trucks 
with  non-radiating  axles  are  entirely 
practicable,  notably  on  cars  from  20 
ft.  to  30  ft.  in  length,  and  even  up  to 
36   ft.   in   length. 

The  motor  cars  listed  in  the  table 
can  be  divided  into  three  groups  as 
follows:  (1)  Cars  without  trucks  but 
with  motors  connected  to  the  axles  by 
nose  suspension;  (2)  cars  on  inde- 
pendent trucks  and  motors  with  nose 
suspension;  (3)  cars  without  trucks 
and  with  motors  entirely  spring  sup- 
ported. Each  of  these  groups  may 
further  be  divided  into  cars  equipped 
with  pendulum-action  journal  boxes 
(like  the  Peckham)  which  permit  a 
slight  lateral  movement  of  the  car 
body,  and  those  cars  which  are  not  so 
equipped. 


Parallel  Axles  Used  on  Roads  with 
A  Variety  of  Conditions 

From  the  replies  submitted  to  the 
questionnaire,  those  from  six  repre- 
sentative properties  operating  four- 
wheel  cars  with  parallel  axles  were 
selected.  The  wheelbases  on  these 
cars  vary  from  9  ft.  2  in.  to  12  ft.  6  in., 
yet  they  operate  without  noticeable 
wear  of  the  wheels  and  rails  or  con- 
in.  With  very  sumption  of  energy  about  curves  vary- 
minimum  curve  ing  in  radius  from  50  to  66  ft.  If  this 
is  possible  on  the  properties  men- 
tioned, it  would  seem  as  if  on  the  few 
properties  out  of  the  26  reporting 
which  feel  they  must  have  radial  axles, 
the  trouble  must  be  due  to  improperly 
designed  rail  grooves  or  wheel  flanges 
or  both.  The  proper  design  can  be 
determined.  [The  report  then  gives  a 
geometrical  treatment  of  the  subject, 
recommends  various  wheel-flange  sec- 
tions for  different  rail  sections  and 
various  lengths  of  wheelbase  and  wheel 
diameter,  and  presents  an  account  of 
an  experimental  truck  developed  in 
Paris  to  confirm  the  conclusions 
reached  theoretically  as  to  the  desira- 
bility of  parallel  axles.  This  part  of 
the  report  is  followed  by  a  mathemat- 
ical discussion  of  the  action  of  various 
designs  of  radial-axle  cars  on  curves, 
to  show  that  the  effect  of  the   forces 


TABLE  II-TEST8  ON  PARIS  SURFACE  LINES  WITH  DIFFERENT  TYPES  OF  EQUIPMENT 


Type  L,  Parallel, 

Axles  without 

Truck 

Weight  during  test,  kg 1 3, 1 50 

Wheelbase.  meters 3_  6 

Kw.-hr.  per  car  km o!  361 

Watt  hours  per  tonne-km 27,'  5 

Tractive  effort  in  kg 132  6 

Average  tractive  effort  per  tonne 10. 09 


Type  G,  Parallel 
Axles  with 
Truck 
15,200 
3.6 
0.433 
28  5 
159.2 
10.48 


Type  B,  Two 

Max.  traction 

Trucks 

16,750 

1.51 

0.521 

31.15 

191.7 

11.45 


Ty; 


pe  ABM, 
Radial 
Axles 
13,380 
3.8 
0.459 
34.1 
169.1 
12.55 


to  which  these  cars  are  subjected  is  to 
compel  one  or  both  of  the  axles  to 
take  a  non-radial  position. — Eds.] 

Companies  which  have  tried  radial 
axles  but  have  given  them  up  include 
properties  in  Basle  and  Geneva,  Swit- 
zerland, Nuremburg,  Germany,  and 
Paris,  France.  Only  two  of  the  com- 
panies replying,  that  at  Leeds,  England, 
and  Bordeaux,  France,  definitely  prefer 
cars  with  radial  axles. 

The  principal  charges  against  par- 
allel axles  are  greater  rail  and  wheel 
wear  and  greater  energy  consumption 
on_  curves.  Unfortunately,  there  is  no 
evidence  on  rail  wear,  and  that  on 
wheel  wear  in  the  replies  to  the  ques- 
tionnaire is  very  inconclusive.  Nurem- 
burg and  Paris  estimate  wheel  wear  at 
25  per  cent  less  with  parallel  than  with 
radial  axles,  Bordeaux  puts  the  figure 
at  30  per  cent,  while  Leeds,  one  of  the 
advocates  of  radial  axles,  finds  no  ma- 
terial difference  in  this  respect. 

Tests  Made  in  Paris 

There  is  also  some  difference  in  evi- 
dence on  energy  consumption,  but  on 
this  point  figures  are  available  on  four 
different  types  of  equipment  on  the 
same  property,  namely  the  Paris  Sur- 
face Lines.  Four  types  of  cars  were 
tested,  namely:  type  L,  with  four 
wheels,  Cardan  drive  and  no  truck; 
type  G,  with  a  single  truck  and  nose 
suspended  motors;  type  B,  with  two 
maximum  traction  trucks,  and  a  car 
with  two  radial  axles,  known  as  type 
A.B.M.  The  three  cars  first  men- 
tioned had  parallel  axles.  The  ac- 
companying table  gives  the  energy  con- 
sumption, etc.,  of  these  cars  operated 
without  trailers.  From  this  table  it 
will  be  seen  that  car  L  has  the  lowest 
energy  consumption  per  tonne-kilo- 
meter and  lowest  average  tractive 
effort  per  tonne,  and  that  in  kilowatt 
hours  per  tonne-kilometer  the  radial 
axle  car  showed  the  greatest  energy 
consumption.  Tests  were  also  made 
with  the  same  cars  hauling  trailers  and 
they  finished  in  the  same  order  as  be- 
fore. Still  another  test  was  made  with 
the  type  G  car,  equipped  first  with 
parallel  and  then  with  radial  axles.  The 
radial  axles  were  connected  by  a  lever 
and  springs  in  various  ways  and  also 
were  operated  without  any  such  guides, 
but  in  no  combination  was  the  energy 
consumption  so  low  as  when  the  axles 
were  kept  permanently  in  a  parallel 
position. 

In  conclusion,  then,  where  the  wheel- 
base  does  not  exceed  one-fifth  of  the 
minimum  curve  radius,  parallel  axles 
appear  more  desirable.  With  a  mini- 
mum curve  radius  of  from  59  to  66  ft. 
cars  up  to  33  ft.  to  36  ft.  in  length  are 
practicable.  Where  such  cars  do  not 
weigh  more  than  44,000  lb.  they  can 
be  carried  on  four  wheels,  yet  not  ex- 
ceed the  desirable  limit  of  11,000  lb. 
(5  metric  tons)  per  wheel.  For  heavier 
cars,  as  well  as  for  high-speed  inter- 
urban  service,  double  trucks  are  neces-  , 
sary.  In  either  case,  full  spring-sup- 
ported motors,  with  braking  on  the 
armature  shafts,  should  be  used,  as  on 
the  type  L  car  in  Paris. 


May  26,  1928 


ELECTRIC  RAILWAY  JOURNAL 


861 


Railway  Weather  Bureau 
Aids  Snow  Fighting 

Third  Avenue  Railway  successfully  operates  a 

department  to  forecast  storms.     Finds 

it  valuable  in  maintenance 

DEMONSTRATION  that  a  private  weather  bureau 
can  be  an  invaluable  aid  to  street  railway  operation, 
has  been  obtained  during  the  past  four  years  by  officials 
of  the  Third  Avenue  Railway  System,  New  York  City. 
The  bureau  was  started  with  a  cheap  aneroid  barometer. 
A  vane  was  rigged  up  on  the  top  of  the  company's 
building.  Next  a  box  showing  the  main  and  intermediate 
points  of  the  compass  was  located  in  the  office  of  the 
transportation  department.  This  was  hooked  with  the 
weather  vane  by  an  eight-sector  commutator,-  so  that  as 
the  weather  vane  rotated  it  flashed'  lights  designated  as 
North,  South,  East,  West,  etc.  From  the  bureau's  in- 
ception, accurate  observations  have  been  kept  every  hour 
during  every  snow  storm.  They  consisted  of  barometer 
and  thermometer  readings  and  data  as  to  the  direction  of 
the  wind. 

According  to  Mr.  Thompson,  it  took  only  two  or  three 
storms  to  demonstrate  clearly  that  they  usually  travel  in 
about  the  same  direction,  and  that  changes  of  wind  bring 
about  the  same  effect  each  time.  There  are  exceptions, 
however,  in  the  nature  of  freak  disturbances  to  which  the 
United  States  Weather  Bureau  has  given  the  name  of 
"dumb-bell  storms." 

In  these  incidents,  two  storms  are  traveling  parallel  so 
that  the  low  pressure  areas  are  overlapping  from  time  to 
time.  In  such  circumstances  the  observer  is  likely  to  be 
misled  by  the  strange  antics  of  the  barometer.  Among 
all  the  storms,  which  have  been  studied  by  the  Third 
Avenue  Railway's  bureau,  however,  there  have  been  only 
three  that  did  not  run  true  to  form. 

Observations  made  during  four  years  show  that  when- 
ever there  is  a  snow  storm,  the  barometer  indicates  when 
the  center  of  it  is  approaching  the  locality  where  observa- 
tions are  being  made.  The  bureau,  by  means  of  its 
weather  vane  and  barometer,  in  connection  with  the  daily 
maps  issued  by  the  United  States  Weather  Bureau,  which 
show  low  and  high  pressure  areas  in  the  country  and 
their  degree,  is  able  to  tell  whether  or  not  New  York  is  in 
the  path  of  the  center  of  a  storm.  This  is  one  of  the 
outstanding  advantages  of  the  bureau  and  one  that  has 
saved  the  Third  Avenue  system  not  only  a  considerable 
monetary  loss  but  nervous  strain  on  the  part  of  operating 
heads. 


Experience  of  the  Third  Avenue  shows  that  when  the 
barometer  begins  to  rise  and  the  wind  to  shift  from 
northeast  toward  the  east  and  the  southeast,  it  is  in- 
variably followed  by  a  warm  .spell.  If  the  barometer 
keeps  on  falling  and  the  wind  shifts  from  the  northeast 
to  the  east,  and  on  to  the  southeast,  this  is  almost  an 
infallible  sign  of  rain.  Under  either  of  these  conditions 
it  is  perfectly  safe  to  leave  a  considerable  fall  of  snow  on 
the  ground  because  rain  or  the  warm  spell  will  do  the 
work  of  many  men  in  removing  snow. 

On  the  other  hand,  if  the  wind  is  backing  from  the 
northeast  to  north  and  on  to  the  northwest,  if  any  snow 
is  left  on  the  ground  it  is  certain  to  freeze.  This  means 
that  the  railway  must  clean  up  as  quickly  and  thoroughly 
as  possible  after  the  storm  becau.se  whatever  is  left  on 
the  ground  will  present  a  serious  problem. 

Probably  the  principal  advantage  of  the  company's 
bureau  is  that  it  enables  transportation  heads  to  predict 
the  duration  of  a  storm.  When  this  is  known,  a  com- 
prehensive idea  is  gained  in  the  matter  of  handling  equip- 
ment. If  the  storm  is  to  be  short,  and  equipment  has  not 
suffered  any  severe  strain,  it  appears  safe  to  keep  it  on 
the  road,  so  that  a  clean-up  can  be  made  as  soon  as  it 
stops  snowing.  If,  on  the  other  hand,  there  are  indica- 
tions of  a  disturbance  of  considerable  length,  equipment 
is  jmlled  in  and  measures  taken  to  put  it  in  shape  for  a 
long  job. 

The  Bureau  Has  Proved  Its  Worth 

When  the  bureau  was  first  started  it  was  accepted  with 
a  measure  of  skepticism,  yet,  according  to  officials,  there 
has  not  been  a  storm  in  the  last  two  or  three  years  that 
has  not  resulted  in  many  calls  from  other  departments 
for  information  as  to  the  state  of  the  barometer. 

The  barometer,  however,  is  not  accepted  as  infallible; 
the  experts  have  recourse  to  the  U.  S.  Weather  Bureau's 
predictions,  which  are  furnished  twice  daily  for  publi- 
cation in  the  press.  This  information  is  made  up  for  the 
morning  papers  at  10  o'clock  in  the  evening  and  at  10  a.m. 
the  following  day  for  the  afternoon  papers.  When  there 
is  a  change  in  the  data,  the  government  bureau  in  New 
York  has  always  helped  the  Third  Avenue  weather  de- 
partment, by  giving  revised  predictions. 

As  soon  as  means  will  permit  it  is  proposed  to  add  to 
the  equipment  an  instrument  to  measure  the  velocity  of 
the  wind.  This  will  be  of  great  assistance  in  foretelling 
the  probability  of  drifts. 

Up  to  date  the  bureau  equipment  has  cost  less  than 
$300,  and  its  installation  has  resulted  in  a  great  improve- 
ment in  service  during  and  after  snow  storms.  There 
also  has  been  an  appreciable  saving  in  maintenance  costs. 


A  Popular  Street  Carl 

CONSTRUCTION  has  just  been  completed  of  two  experi- 
mental cars  of  similar  types  for  the  Pittsburgh  Railways. 
These  cars  were  designed  with  the  object  of  improving  service  and 
providing  greater  attractiveness  to  the  public.  The  company  con- 
siders these  cars  an  improvement  of  vital  importance  in  meeting 
automobile  competition.  An  article  telling  of  the  salient  features 
and  the  innovations  on  these  cars  will  appear  in  an  early  issue. 
Watch  for  it  I 


862 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.21 


Advance  Publicity  Brings  Large  Vote 

MUCH  interest  was  shown  in  the  recent  balloting  on 
a  few  lines  of  the  St.  Louis  Public  Service  Com- 
pany, St.  Louis,  Mo.,  to  determine  whether  the  rear 
entrance  pay-as-you-enter  system  or  the  front  entrance 
pay-as-you-leave  system  was  preferred.  The  final  results 
showed  that  on  949  cars  a  total  of  303,000  votes  were 
cast,  a  number  representing  a  comparatively  high  pro- 
portion of  the  riders.  The  interest  was  not  confined, 
however,  to  the  day  of  the  vote.  Newspapers  published 
advance  stories  and  comments,  and  many  discussions 
were  engaged  in  by  employees  and  customers. 

Three  days  before  the  vote  was  taken,  brightly  colored 


To   Our   Patrons 

Which   Do   You   Prefer? 


Front  Entrance  on  this  car 

or 

Rear  Entrsmce,  as  we  used  to  have. 

A  vote   will   be  taken   February   27th. 
Ballots  and  boxes  will  be  in  this  car. 

ST.  LOUIS  PUBLIC  SERVrCC  company 


This  notice  was  placed  in  all  the  cars  on  the  line  where  the 
entrance  change  was  being  considered,  three  days  before  the 
vote  was  taken 


notices  were  posted  in  all  the  cars  where  the  change  was 
being  considered.  These  notified  the  patrons  when  the 
vote  was  to  be  taken,  and  clearly  stated  the  issue.  On 
the  day  of  the  balloting,  the  notices  were  covered  by 
new  ones  requesting  that  the  riders  vote  on  the  question 
and  giving  instructions  on  how  to  secure  the  ballots  and 
where  to  deposit  them.  The  ballots,  one  of  which  is 
shown  in  an  accompanying  illustration,  gave  a  full  ex- 
planation of  the  two  entrance  systems  and  provided  a 
convenient  means  to  cast  a  vote. 

When  the  patron  boarded  the  car  on  the  front  end  he 
was  handed  a  ballot  by  the  motorman  and  this  was 
deposited  in  the  ballot  box  at  the  rear  door  when  he  left 


If 

you  prefer  Rear  Entrance,  the 
old  method  of  boarding  this  car 


If 


Drop  this  Card  In 
box  at  Rear  Door. 


you  prefer  Front  Entrance, 
now  in  effect  on  this  car 
(See  other  side  for  explanation) 


I,   as (JusJjMroff 


The  voter  indicated  the  type  of  entrance  he  preferred  by  merely 
tearing  oS  the  proper  corner  of  the  ballot.  Detailed  informa- 
tion was  given  on  the  opposite  side 


the  car.  The  final  count  showed  63  per  cent  in  favor  of 
the  rear  entrance,  the  system  formerly  used,  and  37  per 
cent  in  favor  of  the  front  entrance.  Plans  were  immedi- 
ately made  by  the  company  to  put  the  change  into  effect. 


Surface  Lines  Shows  InterestingMovie 

«<Q  AFE  HIGHWAYS"  is  the  subject  of  a  new  mo- 
kJ  tion  picture  film  produced  by  the  Chicago  Surface 
Lines  for  presentation  in  schools  and  before  civic  and 
community  clubs  and  other  non-theatrical  audiences. 
This  picture  treats  the  entire  traffic  problem  from  the 
standpoint  of  safety.  Since  most  traffic  accidents  result 
from  the  operation  of  automobiles,  the  picture  under- 
takes to  teach  the  automobile  driver  and  the  general 
public  safe  practices.  The  scenes  in  the  picture  illustrate 
the  danger  of  pulling  away  from  the  parking  space  at 
the  curb  without  looking  to  see  what  is  coming,  passing 
a  street  car  on  the  wrong  side,  passing  a  loading  street 
car  where  there  is  no  loading  zone,  trying  to  beat  the 
automatic  signal  by  crossing  the  street  on  the  yellow 
light  and  several  other  dangerous  practices. 

The  pedestrian  sees  the  danger  of  alighting  from  a 
street  car  without  looking,  in  walking  back  of  the  car 
into  the  opposite  lane  of  traffic  and  in  crossing  the  street 
without  due  caution.  For  the  children  there  are  scenes 
cautioning  them  against  stepping  into  the  street  while 
traffic  is  passing,  playing  in  the  street  or  stealing  a  ride 
by  hooking  on  behind  a  wagon  or  truck. 

This  is  the  fourth  picture  produced  by  the  Chicago 
Surface  Lines  in  the  past  three  years.  The  experience 
with  earlier  pictures  convinced  the  management  that 
there  is  no  better  way  to  drive  home  a  lesson. 


Checks  hidicate  Jitney  Decrease 


400 

360 

320 
« 
Ji  280 

£  240 

« 

w  200 

^   160 

120 

80 


40 


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The  two  curves  indicate  a  decided  decrease  in  the  number  of 
passengers  carried  by  jitneys  on  Jefferson  Avenue,  Detroit 

CHECKS  made  on  Sept.  30,  1927,  and  Feb.  14,  1928, 
with  respect  to  jitneys  in  service  on  Jefferson 
Avenue,  Detroit,  indicate  a  decided  decrease  both  in  the 
number  of  passengers  carried  and  the  corresponding  num- 
ber of  jitneys  in  service.  The  checks,  made  by  the  traffic 
division  of  the  Department  of  Street  Railways,  covered 
a  thirteen-hour  period,  from  11  a.m.  to  12  o'clock  mid- 
night and  show  passengers  by  half  hours.  It  is  believed 
that  the  decrease  has  been  caused  by  the  express  trol- 
ley and  local  bus  service  instituted  on  Jefferson  Avenue. 


May  26,  1928 


ELECTRIC  RAILWAY  JOURNAL 


863 


(\ 


Maintenance  Methods  «wr/ Devices 


=qg^^= 


(r\ 


Keeping  Motor  Fields  in 

Good  Condition* 

By  R.  T.  Chiles 

Master     Mechanic      Cumhcrland      County 

Power  &  Light  Company,  Portland,  Me. 

CAREFUL  attention  to  motor 
fields  has  been  one  of  the  most 
profitable  maintenance  practices  of 
the  Cumberland  County  Power  & 
Light  Company.  During  the  year 
1926  there  was  but  one  field  failure 
for  every  428,658  motor-miles  oper- 
ated. Of  these  failures  70  per 
cent  occurred  during  February  and 
March,  when  snow  and  rain  in- 
creased the  number  of  failures. 

Cars  are  overhauled  on  an  average 
of  once  in  three  years,  or  on  a 
125,000-car-mile  basis.  At  this  time 
motors  are  removed  from  the  trucks 
and  the  fields  are  removed  from  the 
motor  cases  and  sent  to  the  field 
room,  where  they  are  tested,  the 
insulation  is  examined  and  if  found 
to  be  baked  it  is  removed  and  new 
insulation  is  applied.  The  fields  are 
then  heated  and  submerged  in  a 
tank  of  air-drying  P. &B.  insulating 
paint,  where  they  remain  one  hour 
and  are  then  removed  for  drying. 
A  second  coat  is  applied  with  a 
brush,  and  this  is  allowed  to  dry, 
after  which  the  terminals  are  cleaned 
carefully.  After  fields  are  put  in 
the  motor  cases  they  are  given  an- 
other coat  of  paint.  Lead  wires  are 
examined  carefully  to  insure  good 
connections  and  fields  are  tested  for 
polarity  and  grounds  before  the  ar- 
mature is  installed.  The  fields  are 
also  cleaned  and  painted  every 
time  it  is  necessary  to  remove  an 
armature. 


Work  Bench  With 
Material  Kacks 

PRODUCTION  has  been  increased 
and  maintenance  expense  decreased 
I  by  an  improvement  which  has  been 
added  to  the  work  benches  in  the  shop 
of  the  New  York  &  Harlem  Rail- 
road, New  York  City.  This  consists 
of  a  number  of  bins  on  top  and 
around  the  sides  of  the  bench.  These 
bins  are  6  in.  high  in  back,  3^  in.  high 
in  front  and  10  in.  wide.     They  are 


*Submittcd  in  Electric  Railway  Journal 
Prize  Contest 


mechanic.  These  bins  have  eliminated 
the  loss  of  material  and  the  work- 
man's time  in  going  for  it. 


Material  racks  added  to  bench  increase 
production 

made  of  |-in.  lumber.  The  inside 
dimensions  are  of  various  sizes  in 
order  to  accommodate  the  different 
sizes  and  shapes  of  material  neces- 
sary for  the  repair  work.  These 
benches  were  flat  previously  and  the 
material  was  scattered  around  on  top, 
which  resulted  in  some  being  lost. 
With  the  new  arrangement  the 
assorted  material  is  stored  in  these 
bins  and  it  is  within  easy  reach  of  the 


Babbitted  Bearing  Armature 
Stands 

BABBITTED  bearings  instead  of 
rollers  are  used  in  the  winding 
stands  in  the  armature  room  of  the 
New  York,  Westchester  &  Boston 
Railroad,  Westchester,  N.  Y.  These 
stands  are  of  novel  design.  The  up- 
rights and  bottom  plates  are  made  of 
|x2-in.  bar,  riveted  to  a  ^x6-in.  plate 
at  the  top.  The  bearings  are  made  of 
solid  babbitt  molded  on  the  top  plate. 
The  shaft-bearing  surface  is  4|x3^ 
in.  All  parts  are  riveted  with  ^-in. 
rivets.  Slight  lubrication  of  the  sur- 
face of  the  babbitt  makes  rotation  of 
the  armature  easy.     The  top  cross- 


'iJ-.-i- 


^U— i^* 


5>( 


-/s" 


L  -1°."/-  './°-  -1 . 1° J 


At  left,  armature  stand  with  babbitted  bearings.     Above,  at  right,  table 
for  attaching  to  stand 


864 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.21 


members  have  clips  for  the  support 
of  a  small  table  made  of  No.  16  sheet 
steel.  The  table  is  supported  by 
^xl-in.  brackets. 


Numbering  Drawbars 
by  Welding 

POSSIBILITY  of  serious  service 
interruption  always  is  present  un- 
less the  proper  coupling  facilities  are 
avaliable.  The  Jamaica  Central  Rail- 
ways, Jamaica,  N.  Y.,  operates  sev- 
eral types  of  cars,  on  all  of  which 
drawbars  are  carried  on  hooks 
fastened  to  the  side  sill.  The 
coupling    link    centers    are    all    alike 


Car  numbers  are  welded  on  the  drawbars 

but  the  shape  is  slightly  different  for 
each  type  of  car.  Trouble  has  been 
experienced  in  the  past  with  draw- 
bars being  interchanged  on  the  various 
types  of  cars.  To  eliminate  this 
trouble  the  number  of  the  car  to 
which  it  belongs  is  welded  on  the  flat 
surface  of  the  drawbar.  The  cars 
are  checked  daily  and  if  any  drawbars 
have  been  interchanged  it  is  evident. 
Some  of  these  cars  operate  over 
tracks  belonging  to  other  companies, 
and  when  drawbars  have  gone  astray 
it  has  been  difficult  to  distinguish 
them.  With  the  new  idea  it  is  very 
easy  to  identify  them. 


Blacksmith  Forge  Heats 
Babbitt 

WHERE  the  shop  floor  space  is 
limited  the  forging  and  babbitt- 
ing work  can  be  performed  in  the 
same  section.  The  Manhattan  & 
Queens  Traction  Corporation,  Long 
Island  City,  N.  Y.,  has  found  this 
arrangement  economical.  Here  the 
babbitt  is  heated  over  the  blacksmith 
fire.  To  accomplish  this  result  and 
eliminate  the  handling  of  the  babbitt 
heating  pot  it  was  necessary  to  design 
and  build  a  special  structure.  This 
consists  of  a  gaff  58|  in.  long  and  a 
boom  48|  in.  long,  both  being  made 
of  lx2i-in.  material.  Each  end  of 
the  gaff,   for  a  length  of  4  in.,  is 


rounded  and  fits  into  two  |x2-in. 
brackets  clamped  to  a  column  of  the 
building.  This  arrangement  provides 
for  a  180-deg.  circular  movement  of 
the  boom.  The  end  of  the  boom  is 
clamped  around  the  babbitt  pot  under 
the  flange.  A  l^x|-in.  diagonal 
brace  fastened  to  the  boom  and  gaff 
provides  additional  strength  and  pre- 
vents flexure  of  the  parts.  All  parts 
are  bolted  together  with  f-in.  bolts. 
With  this  arrangement  the  babbitt 
pot  can  be  swung  over  the  fire  or  ro- 
tated   out    of    the    way    when    not 

required. 

• 

Hand  Truck  to  Transport 
Wheels 

SOME  railway  systems  have  one  or 
more  inspection  houses  at  some 
distance  from  the  shop  and  it  is  found 
advantageous  to  change  wheels  dur- 
ing the  inspection  period.  Very  often 
the  carhouses  are  not  equipped  with 
a  traveling  crane  or  telpher  for 
handling  the  wheels  from  their  place 
of  storage  to  the  point  of  installa- 
tion. Some  means  must  be  provided 
for  transporting  the  wheels.  A  short 
I-beam  equipped  with  a  chain  hoist 
is  installed  over  the  wheel  pit  in  the 


Z^  angr/e 


t:^ 


inspection  shop  of  the  New  York  & 
Harlem  Railroad,  New  York  City. 
Due  to  the  layout  of  the  building  the 
wheels  are  stored  at  some  distance 
from  the  hoist.  When  the  carhouse 
is  filled  with  cars  some  means  must 
be  provided  for  transporting  the 
wheels  along  the  floor  to  the  wheel 
pit.  This  is  done  by  a  hand  truck 
designed  and  constructed  in  the  shop 
for  this  purpose.  It  consists  of  two 
2i-in.  angles,  71  in.  long,  spaced 
lOf  in.  apart  and  tied  together  with 
^x2-in.  straps.  Each  angle  is  pro- 
vided with  two  ^x5-in.  notches  spaced 
58  in.  centers  for  the  support  of  the 
wheels  during  transportation. 

A  l^-in.  square  axle  in  the  rear  end 
of  these  angles  carries  two  4x2-in. 
steel  wheels  spaced  on  1.3-in.  centers. 
The  front  end  has  a  lx2-in.  bolster 
to  which  is  fastened  a  1^-in.  square 
axle.  They  are  held  together  with  a 
|-in.  king  pin.  This  axle  is  equipped 
with  two  3x2-in.  steel  wheels  spaced 
16^  in.  centers.  The  height  of  the 
truck  above  the  floor  is  6  in.  A  4-ft. 
handle  made  from  -J-in.  round  iron 
provides  for  easy  movement. 

This  truck  has  been  foimd  very 
serviceable  and  provides  a  means  for 
handling  both  the  old  and  new  wheels 
under  all  conditions. 


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Convenient  truck  for  handline  wheels 


May  26,  1928 


ELECTRIC  RAILWAY  JOURNAL 


865 


New  Equipment  Available 


Starters  for  D.-C.  Motors 

DIRECT  -  CURRENT  motor 
starters  for  general  purposes, 
forming  a  complete  new  line,  have 
been  introduced  by  the  General  Elec- 
tric Company,  Schenectady,  N.  Y. 
These  starters  are  designed  to  pro- 
vide definite-time  acceleration  for 
constant  and  adjustable-speed  motors, 
and  are  divided  into  five  types  bearing 
the  designations  CR-4065.  CR-4066, 
CR-4166,  CR-4068  and  CR-4168.  A 
principal  advantage  is  that,  despite  a 
reduction  in  size,  the  number  of  accel- 
erating points  has  been  increased.  An 
improved  appearance  is  secured  by  the 
use  of  dravvfu-shell  inclosing  cases. 

The  CR-4065  starter  is  a  constant- 
speed  type  for  general  purpose  appli- 


I 


Typical  starter  with  cover  removed 

cations,  and  the  CR-4066  is  similar 
with  the  addition  of  dynamic  l)raking. 
The  CR-4166  is  an  adjustable-speed 
type  with  dynamic  braking  and  full- 
field  features.  The  CR-4068  is  a 
constant-speed  type,  reversing,  with 
dynamic  braking.  The  CR-4168  is 
an  adjustable-sj>eed  type,  reversing, 
with  dynamic  braking  and  full-field 
features. 

The  cover  of  the  inclosing  case 
hooks  over  two  pins  at  the  top  of 
the  box,  the  bottom  being  held  by  a 
screw.  This  is  in  accordance  with 
the    Underwriters'    requirements. 

On  those  starters  with  dynamic 
braking  a  small  relay  with  its  con- 
tacts connected  in  the  pick-up  cir- 
cuit prevents  the  solenoid  from  being 
re-energized  until  the  motor  has  come 


the  cutter  bar  of  the  machine.  Par- 
ticular attention  has  been  given  to 
balancing  so  that  the  mower  can  be 
guided  easily  around  any  obstruction. 
It  can  be  tilted  for  cutting  up  or  down 
slopes  and  as  it  pivots  on  one  wheel 
sharp  corners  can  be  turned  easily. 

The  mower  is  propelled  by  a  direct- 
gear  traction-drive  to  the  wheel  with 
the  cutter  bar  connected  directly  to  a 
power  take-ofl^  by  means  of   pitman 

rod  and  balanced  crank  pin. 

♦ 

Automatic  Tire  Inflator 

PREDETERMINED  tire  pressure 
may  be  maintained  by  an  auto- 
matic tire-pressure  inflator  announced 
by  the  Yellow  Jack-It  Manufactur- 
ing- Company,  Chicago,  111.     The  de- 


Mechanism  of  starter  removed  from  case 

to  rest.  Thermal  overload  protection 
is  obtained  by  means  of  single-coil 
relays  able  to  stand  high  in-rush  cur- 
rents. These  relays  operate  only  in 
extreme  conditions  and  serve  as  a 
warning  to  the  o])erator  that  the  mo- 
tor or  wiring  requires  attention. 


Gasoline  Engine-Driven 
Mower 

FOR  CUTTING  high  grass  and 
weeds  along  the  right-of-way  of 
electric  railways  a  gasoline  engine- 
driven  mowing  machine  has  been 
placed  on  the  market  by  the  Rawls 
Manufacturing  Company,  Streator, 
111.  A  four-cycle  engine  furnishes 
power   for   propelling  and   operating 


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New  type  engine-driven  mowing  machine 


New  device    lur   automatically  maintaining 
tire  pressure 

vice  is  built  on  the  air-compressor 
principle  and  requires  no  adjustments 
or  oiling. 

The  construction  includes  a  hard- 
ened cam  mounte;l  on  the  wheel 
spindle  underneath  the  hub  plate;  a 
roller  mounted  on  the  end  of  a  piston 
which  follows  the  cam,  and  suitable 
connection  to  the  tire  valve.  When 
the  roller  reaches  the  cam  peak  the 
air  compression  stroke  is  completed. 
.-\t  each  revolution  of  the  wheel  air 
is  forced  past  the  intake  valve  into 
the  inner  tube.  A  check  valve  is 
provided  which  is  set  for  the  air  pres- 
sure specified  for  the  tire.  When  the 
pressure  is  up  to  the  required  amount 
the  check  valve  functions  and  carries 
off  the  surplus  air  through  the 
exhaust. 

Proper  tire  pressure  is  maintained 
while  the  vehicle  is  in  motion,  and 
when  the  vehicle  stops  if  there  is  a 
loss  of  air  due  to  a  slow  leak  or  punc- 
ture which  is  insufficient  to  cause  a 
flat  tire  the  automatic  inflator  begins 
to  function  as  soon  as  the  car  starts. 


866 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.21 


Association  Activities 


^^^ 


(D 


Midwest  Association  Announces 
Program 

PRACTICALLY  all  phases  of  elec- 
tric railway  operation  will  be  dis- 
cussed at  the  annual  meeting  of  the 
Midwest  Electric  Railway  Association, 
June  4-6,  in  the  Baltimore  Hotel, 
Kansas  City,  Mo.  According  to  the 
program,  registration  will  begin  at  9 
o'clock  Monday  morning  and  the  regu- 
lar sessions  at  10  a.m.  Following  is 
the  three-day  program  of  the  association, 
as  announced : 

Monday,  June  4,  1928 
Beginning  10  a.m. 

"Welcome  to  Kansas  City,"  by  Hon. 
Albert  I.  Beach,  mayor  of  Kansas  City,  Mo. 

Response,  by  Powell  C.  Groner,  president 
Kansas  City  Public  Service  Company. 

"The  City  Manager  Plan,"  by  Hon.  H.  F. 
McElroy,  city  manager  Kansas  City,  Mo. 

"Present-Day  Conditions  and  Tendencies 
of  the  Electric  Railways,"  by  R.  P.  Woods, 
president  Kansas  City,  Clay  County  &  St. 
Joseph  Railroad. 

Round-table  Luncheons :  Transportation 
Section.    Mechanical  Section. 

Afternoon  Session 
Beginning  2:15  p.m. 

"Modern  Track  Construction,"  by  A.  E. 
Harvey,  superintendent  of  construction 
Kansas  City  Public  Service  Company. 

"Power  Conservation,"  by  L.  E.  Gould, 
president  Economy  Electric  Devices  Com- 
pany, Chicago,  III. 

"Co-ordinated  Car  and  Bus  Operation," 
by  D.  A.  Scanlon,  general  superintendent 
Northern  Ohio  Traction  Company,  Akron, 
Ohio. 

"Treadle  Operation  and  Its  Effect  on 
One-Man  Service,"  by  R.  L.  Frehse,  sales 
engineer  National  Pneumatic  Company, 
Chicago,  111. 

Annual  Banquet — Baltimore  Hotel,  be- 
ginning 7  p.m. 

Tuesday,  June  S,  1928 
Beginning  10  a.m. 

"Relation  of  Equipment  to  Car  Speeds," 
by  R.  L.  Hermann,  transportation  division 
manager  Westinghouse  Electric  &  Manu- 
facturing Company,  St.  Louis,  Mo. 

"Electric  Railway  Advertising,"  by  E.  E. 
Soules,  manager  publicity  department  Illi- 
nois Traction  System,  Peoria,  111. 

"Organized  Safety  and  the  Electric  Rail- 
ways," by  F.  C.  Lynch,  director  Kansas 
City  Safety  Council. 

Luncheon  and  in.rpection  trip  to  shops  of 
Kansas  City  Public  Serznce  Company. 

Afternoon  Session 

Beginning  2:15  p.m. 

"Are   You   Abreast  of   the   Times?"   by 

J.    C.    Thirlwall,    transportation    engineer 

General    Electric    Company,    Schenectady, 

"Modern  Car  Construction,"  by  J.  M. 
Bosenbury,  equipment  engineer  Illinois 
Power  &  Light  Company,  Chicago,  1)1. 

"Worm-Drive  Truck  Development,"  by 
William  Bonn,  sales  representative  Timken- 
Detroit  Axle  Company,  Chicago,  III. 


Wednesday,  June  6,  1928 
Beginning  9 :30  a.m. 
Reports  of  committees. 
Unfinished  business. 
New  Business. 

Election  and  installation  of  officers. 
Bus  trip  inspection  of  rehabilitation  work 
in  progress  in  Kansas  City  Public  Service 
Company  property. 

The  service  betterment  committee  of 
the  American  Electric  Railway  Trans- 
portation and  Traffic  Association  will 
hold  a  meeting  in  conjunction  with  the 
Midwest  Association  at  10  a.m.  on 
Monday,  June  4. 

Ladies  are  specially  invited  to  attend 
the  meeting.  Ample  provision  has  been 
made  for  their  entertainment.  Repre- 
sentatives of  supply  companies  and  local 


i 


electric  railways  will  provide  the  con- 
vention entertainment,  as  follows : 

Monday,  June  4 
Bridge   luncheon   for  ladies,   Blue   Hills 
Country  Club.  — 

Banquet.    Entertainment  and  dancing.      M 

Tuesday,  June  5 

Luncheon  for  ladies,  Kansas  City  Ath- 
letic Club,  followed  by  Gray  Line  sight- 
seeing tour  of  Kansas  City. 

Reception  for  visiting  delegates,  Balti- 
more Hotel. 

Carnival  Dance,  roof  garden,  Kansas 
City  Athletic  Club. 

Wednesday,  June  6 
Al  Fresco  Picnic,  Motor  Country  Club. 
Buses   leave   Baltimore   Hotel    for    11-mile 
trip  to  club  where  there  will  be  a  steak 
picnic,  golf,  bridge  and  dancing. 


Selfishness  and  Misunderstanding 
Are  Hindering  Safety  Work* 

By  E.  K.  Eastham 
Safety  Director  St.  Louis  Public  Service  Company 


PREVENTION  of  traffic  accidents  is 
difficult  because  it  is  inter-related 
with  so  many  diverse  and  otherwise 
unrelated  interests  and  factors,  some  im- 
portant and  others  not,  yet  all  considered 
vitally  important.  This  diversity  is  the 
essential  difference  between  the  preven- 
tion of  traffic  accidents  and  the  preven- 
tion of  industrial  accidents.  Within 
factories  the  management  has  a  large 
measure  of  control  and  influence.  It  is 
a  comparatively  simple  matter  to  get 
their  own  employees  together  in  groups 
and  sell  them  on  accident  prevention. 
Accidents  in  their  own  plants  have  a 
personal  application,  and  for  this  reason 
the  employees  are  willing  to  listen  and 
discuss  plans  to  remove  dangers. 

It  is  about  equally  simple  for  the 
management  of  a  transportation  system 
to  secure  a  large  measure  of  care  on 
the  part  of  its  employees  in  handling 
street  cars  or  driving  buses.  The  re- 
quirements to  produce  those  results  are: 
first,  complete  honesty  on  the  part  of 
the  management — that  is,  conducting  a 
safety  campaign  without  ulterior  design 
and  with  a  complete  willingness  to  do 
its  part;  second,  to  have  a  well-organ- 
ized plant  and  one  under  capable  leader- 
ship, and  third,  to  give  the  safety  leader 
the  position  in  the  organization  he 
deserves. 

The  safety  department  should  be  in- 
dependent and  in  a  position  to  make 
its  recommendations  and  argue  them 
through  to  a  final  conclusion  before  the 
impartial  tribunal  of  the  general  man- 

*  Abstract  of  a  paper  presented  before  the 
Electric  Railway  and  Public  Utilities  ses- 
sion of  the  Central  States  Safety  Congress, 
held  at  Kansas  City,  Mo.,  April  23-26,  1923. 


ager,  for  the  reason  that  accident  pre- 
vention is  a  plain  duty  owed  by  every 
public  or  quasi-public  utility  to  its  em- 
ployees and  to  the  public  at  large. 

Public  Utility  Men  Should  Be 
Spokesmen  of  Their  Patrons 

The  best  means  of  reaching  the  gen- 
eral public  in  matters  of  accident  pre- 
vention is  a  local  safety  council,  where 
such  is  available,  because  it  is  a  disin- 
terested organization  in  which  the  public 
has  confidence.  Next  comes  my  convic- 
tion that  greater  educational  results  can 
be  achieved  with  the  children  than  with 
any  other  group.  Then  I  would  urge 
that  public  utility  men  become  more  and 
more  the  spokesmen  of  their  patrons,  the 
great  mass  which  seldom  has  an  oppor- 
tunity to  make  known  its  wishes.  Be 
their  spokesman,  put  your  influence 
behind  measures  designed  to  give  the 
pedestrians  an  even  break  with  the 
drivers  of  automobiles.  Help  the  street 
car  passenger  to  get  on  and  off  safely 
by  insisting  that  other  vehicles  be 
required  to  stop  back  of  the  street  car 
when  it  is  receiving  or  discharging 
passengers.  By  all  means,  be  repre- 
sented at  every  gathering  where  matters 
of  public  or  traffic  safety  are  to  be  dip- 
cussed  or  decided,  and  don't  be  afraid 
to  stand  up  and  be  counted.  Auto- 
mobile associations  are  always  there  in 
force.  Shall  we  be  too  busy  in  our 
offices  or  too  penny  wise  to  make  our 
own  force  felt,  to  make  the  rights  and 
safety  of  our  patrons  respected  ? 

In  the  complexity  of  the  problem  lies 
the  difficulty.  We  are  met  first  by  the 
fact  that  inextricably  interwoven  with 
the  accident  problem  is  the  whole  quea- 


May  26,  1928 


ELECTRIC  RAILWAY  JOURNAL 


867 


tion  of  traffic  in  general;  that  the  flow 
of  all  kinds  of  traffic — pedestrian,  motor 
vehicle,  freight,  street  car,  bus,  delivery, 
mail — is  the  life  of  any  community.  In 
seeking  a  broad  plan  we  encounter  the 
perplexing  details  of  parking,  of  one- 
way streets,  of  police  control,  of  auto- 
matic signals,  of  safety  zones,  of 
street-widening  projects,  of  staggered 
loads  for  peak  periods,  of  the  routing 
of  through  traffic,  of  boulevard  stops, 
of  rapid  transit  and  all  the  rest  of  the 
"57"  multiplied  varieties  of  suggested 
remedies,  panaceas  and  cure-alls. 

Selfishness  Is  Crux  of  Problem 

The  main  trouble  encountered  when 
a  real  traffic  expert  starts  out  to  bring 
order  out  of  chaos,  to  prepare  a  compre- 
hensive plan  for  the  solution  of  traffic 
problems,  is  that  he  at  once  runs  up 
against  a  more  or  less  impregnable  wall 
of  opposition  based  90  per  cent  on 
selfishness  and  10  per  cent  on  misunder- 
standing. The  10  per  cent  of  misunder- 
standing can  be  corrected  by  a  campaign 
of  education,  but  the  90  per  cent  of 
selfishness  is  the  crux  and  core  of  the 
whole  problem.  We  have  the  very 
common  spectacle  of  merchants  object- 
ing to  no-parking  ordinances  because 
they  fear  it  will  drive  some  trade  away. 
They  fail  to  realize  that  in  urging  the 
use  of  the  already  overcrowded  streets 
for  the  storage  of  dead  vehicles  they  are 
helping  to  strangle  the  free  movement 
of  traffic  which  is  the  blood  of  the  com- 
munity business  life.  They  further  fail 
to  realize  that  in  catering  to  the  auto- 
mobile trade  exclusively,  they  are  plac- 
ing serious  obstacles  before  the  vast 
bulk  of  their  trade  which  uses  street 
cars,  buses  and  other  vehicles  of  public 
conveyance. 

Besides  the  selfish  merchant  we  have 
the  politician,  whose  main  thought  con- 
cerns itself  with  votes  and  who  is 
swayed  much  more  by  any  local  interest 
he  believes  controls  votes  than  by  any 
consideration  for  the  community  good 
and  safety  as  a  whole.  We  have  the 
individual  in  countless  forms  and  mani- 
festations who  brays  at  every  regulation 
which  he  believes  encroaches  on  his 
free-born  American  right  to  do  as  he 
pleases  without  reference  to  the  rights 
of  the  other  fellow.  We  have  those 
real  estate  men,  those  property  owners 
who  object  to  well-thought-out  zoning 
projects.  We  have  local  and  territorial 
improvement  and  business  associations 
who  object  to  any  comprehensive  plan  of 
betterment  which  they  think  will  bring 
more  advantage  to  other  sections  than 
to  theirs.  We  have  the  automobile  asso- 
ciations which  from  time  to  time  oppose 
safety  measures  and  regulations  because 
some  liability,  some  duty,  some  regfula- 
tion,  is  sought  to  be  imposed  on  the 
drivers  of  motor  vehicles  commensurate 
with    the    hazards    brought    into   being 

ialely  by  the  motor  vehicle. 
Accidents  Are  Rarely  Brought 
Home  to  Us 
Ofifhand,  one  would  think  that  the  in- 
tinct  of  self-preservation  would  operate 
s  a  powerful  check  to  these  other  forms 
if  selfishness  where  any  matter  directly 
r"" 


volved.  It  does  not  act  as  a  check 
because  of  the  widely  diffused  character 
of  traffic  accidents.  The  total  of  deaths, 
injuries  and  property  damage  is  stagger- 
ing, yet  in  the  immensity  and  complexity 
of  city  life  it  is  seldom  that  any  of  these 
deaths  or  serious  injuries  are  brought 
home  to  us. 

Inter-related  as  it  is,  the  boundaries 
of  accident  prevention  become  co-exten- 
sive with  man's  every  effort  to  substitute 
some  measure  of  humanitarianism  and 
of  altruism  for  an  undisputed  reign  of 
selfishness.  Every  effort  made  in  any 
right  cause  will  indirectly  bring  closer 


to  fruition  the  cause  of  accident  preven- 
tion. Every  friend  cheered,  every  in- 
justice righted,  every  vote  against 
governmental  corruption,  every  effort 
against  business  trickery,  every  helping 
hand  extended  to  those  less  fortunate, 
brings  nearer  the  day  when  the  causes 
of  accidents  will  cease. 


COMING  MEETINGS 

OF 

Electric  Railway  and 
Allied  Associations 

May  28-31  —  National  Association 
Purchasing  Agents,  annual  conven- 
tion and  exhibit,  American  Royal 
Building,  Kansas  City,  Mo. 

June  4-6 — Midwest  Electric  Rail- 
way Association,  Hotel  Baltimore, 
Kansas  City,  Mo. 

June  4-8 — National  Electric  Light 
Association,  Atlantic  City,  N.  J. 

June  6-8 — Canadian  Electric  Rail- 
way Association,  annual  convention 
and  exhibit,  Toronto,  Canada. 

June  12-13 — American  Wood  Pre- 
servers' Association,  Chattanooga, 
Tenn. 

June  14-15 — New  York  Electric 
Railway  Association,  Half  Moon 
Hotel,  Coney  Island,  N.  Y. 

June  20-27  —  American  Railway 
Association,  Div.  5 — Mechanical,  an- 
nual convention  and  exhibit,  Atlantic 
City,  N.  J. 

June  21-22  —  American  Railway 
Association,  Motor  Transport  Divi- 
sion, Atlantic  City,  N.  J. 

June  21-22  —  Wisconsin  Utilities 
Association,  Accounting  Section, 
Hotel  Pfister,  Milwaukee,  Wis. 

June  2*-29— Central  Electric  Rail- 
way Association,  Cedar  Point,  Ohio. 

July  *./2--PubIic  Utilities  Adver- 
tising Association  and  International 
Advertising  Exposition,  Detroit,  Mich. 

Jtily  13 — A.E.R.A.  Executive  Com- 
mittee on  Yacht  "Florida,"  New 
York,  N.  Y. 

July  18-20 — American  Society  of 
Civil  Engineers,  annual  convention, 
Buffalo,  N.  Y. 

July  i9-2i— Pacific  Claim  Agents' 
Association,  annual  convention,  San 
Diego,  Cal. 

July  25-27 — Electric  Railway  Asso- 
ciation of  Equipment  Men,  Southern 
Properties,  Cincinnati,  Ohio. 

July  27-28— Central  Electric  Rail- 
way Accountants'  Association, 
Detroit,  Mich. 

Aug.  16-17  —  Wisconsin  Utilities 
Association,  Transportation  Section, 
Sheboygan,  Wis. 


SEPT.  22-28,  1928 
American  Electric  Railway 
Association,  47th  annual  con- 
vention   and   exhibit,   Cleve- 
land, Ohio. 


Middle  Atlantic  Equipment  Men 
Organize 

ELECTRIC  railway  equipment  men 
anxious  to  further  improve  their 
methods  and  practices,  believing  that 
intercourse  between  several  properties 
in  the  same  general  locality  is  one  of 
the  best  methods  to  accomplish  this, 
met  in  Baltimore,  Md.,  on  May  16,  1928, 
and  formed  the  Association  of  Electric 
Railway  Equipment  Men  of  the  Middle 
Atlantic  States. 

Those  present  were  C.  O.  Brooks, 
master  mechanic  Scranton  Railway, 
Scranton,  Pa. ;  D.  E.  Frame,  master 
mechanic  Delaware  Electric  Power 
Company,  Wilmington,  Del*. ;  R.  H. 
Dalgleish,  chief  engineer  Capital  Trac- 
tion Company,  Washington,  D.  C. ; 
E.  L.  Green,  master  mechanic  York 
Railways,  York,  Pa. ;  C.  E.  Keefer, 
master  mechanic  Altoona  &  Logan 
Valley  Electric  Company,  Altoona,  Pa. ; 
E.  L.  Kelly,  chief  engineer  Newport 
News  &  Hampton  Railway,  Hampton, 
Va. ;  W.  H.  McCarty,  master  mechanic 
Capital  Traction  Company,  Washing- 
ton, D.  C. ;  J.  A.  Mellor,  master 
mechanic  Washington,  Baltimore  & 
Annapolis  Railroad,  Odenton,  Md. ; 
A.  F.  Rexroth,  master  mechanic  Har- 
risburg  Railways,  Harrisburg,  Pa. ; 
R.  D.  Voshall,  superintendent  of 
equipment  Washington  Railway  & 
Electric  Company,  Washington,  D.  C. ; 
A.  T.  Clark,  superintendent  rolling 
stock  and  shops  United  Railways  & 
Electric  Company  of  Baltimore,  Md., 
and  H.  A.  Leonhauser,  assistant  super- 
intendent rolling  stock  and  shops  United 
Railways  &  Electric  Company  of  Balti- 
more, Md. 

After  discussion  of  the  need  and 
desire  for  forming  an  association  of 
this  character  a  constitution  and  by-laws 
were  presented  and  adopted.  A  paper 
was  read  by  Mr.  Voshall  on  mainte- 
nance of  street  railway  motors.  After 
the  paper  was  read,  a  lively  discussion 
of  many  of  its  interesting  features  was 
engaged  in. 

After  luncheon  an  inspection  of  the 
shops  of  the  United  Railways  &  Electric 
Company  was  made.  The  subject  of 
comparison  of  performance  of  each 
company  by  "pull-ins"  or  "failures"  was 
gone  into  very  thoroughly  and  finally  it 
was  decided  to  use  the  basis  of  "pull- 
ins"  for  comparison. 

It  was  decided  to  have  the  next  meet- 
ing in  November  at  Hampton,  Va.,  the 
Newport  News  &  Hampton  Railway  to 
be  the  host. 

The  following  officers  were  elected: 
President,  A.  T.  Clark;  vice-president, 
E.  L.  Green ;  secretary-treasurer,  W.  H. 
McCarty ;  directors — for  one  year,  A.  F. 
Rexroth  ;  for  two  years,  E.  L.  Kelly ;  for 
three  years,  D.  E.  Frame. 


868 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.21 


New  Englanders  Banquet 
at  Boston 

FOUR  HUNDRED  members  and 
guests  of  the  New  England  Street 
Railway  Club  celebrated  the  28th  annual 
banquet  of  the  organization  on  Thurs- 
day of  this  week  at  the  Copley-Plaza 
Hotel,  Boston,  the  speakers  being 
Lieutenant-Governor  Frank  G.  Allen  o 
Massachusetts ;  Robert  B.  Stearns,  re- 
tiring president;  Walter  C.  Slade,  vice- 
president  United  Electric  Railways, 
Providence,  R.  I. ;  president-elect  Honor- 
able Ralph  S.  Bauer,  Mayor  of  Lynn, 
Mass.,  and  T.  A.  Kenney,  vice-president 
Hodenpyl,  Hardy  &  Company,  New 
York.  Alonzo  R.  Williams,  general 
manager  United  Electric  Railways, 
Providence,  was  toastmaster. 

Lieutenant-Governor  Allen  spoke  op- 
timistically regarding  the  future  of  New 
England  industry,  pointing  out  that 
whereas  heavy  losses  have  been  en- 
countered in  certain  fields  within  the 
last  few  years,  the  industries  of  the 
Northeast*  are  gaining  in  diversity  and 
magnitude.  Mayor  Bauer  urged  trans- 
portation men  to  get  rid  of  the  inferior- 
ity complex  in  their  business  and  to 
emphasize  the  extent  to  which  the  pros- 
perity of  the  modern  city  depends  on 
railroad  and  railway  lines  as  the  only 
practicable  means  of  handling  mass 
transportation. 

Mr.  Kenney  commended  the  work  of 
the  public  utilities  information  bureaus 
of  the  country  in  striving  to  acquaint 
the  public  with  the  facts  about  the  util- 
ity industry  and  paid  a  warm  tribute 
to  the  New  England  Bureau  in  partic- 
ular for  its  well-directed  activities  under 
S.  T.  MacQuarrie.  He  sounded  a 
warning  note  against  the  tendency  of  the 
government  to  encroach  further  and 
further  upon  business.  He  briefly  called 
attention  to  the  increased  economic  in- 
conveniences and  risks  which  the  elec- 
tric railway  industry  faces  as  a  result 
of  the  Interstate  Commerce  Commis- 
sion's attitude  upon  depreciation  ac- 
counting and  certain  provisions  of  the 
Transportation  Act  bearing  upon  tax- 
ation. Ordinary  electric  railways  should 
be  distinguished  from  common  carriers 
doing  a  considerable  interstate  freight 
business,  the  speaker  said,  and  provision 
should  be  made  under  which  the  rail- 
ways can  be  taxed  in  some  proportion 
to  their  net  earnings,  thus  enabling  poor 
years  to  be  offset  by  good  ones. 

The  following  additional  officers  were 
elected :  Vice-Presidents,  H.  M.  Steward, 
Boston,  Mass. ;  J.  K.  Punderford,  New 
Haven,  Conn. ;  J.  B.  Crawford,  Con- 
cord, N.  H. ;  D.  G.  Clark,  Burlington, 
Vt. ;  Edward  M.  Graham,  Bangor,  Me.; 
Alonzo  R.  Williams,  Providence,  R.  I. ; 
Secretary,  John  W.  Belling,  Boston; 
Treasurer,  Fred  F.  Stockwell,  Cam- 
bridge, Mass.,  and  Executive  Com- 
mittee, George  E.  Haggas,  Portland, 
Me. ;  Howard  F.  Whitney,  Worcester, 
Mass. ;  C.  B.  Pierce,  New  Bedford, 
Mass. ;  H.  S.  Day,  Providence,  R.  I. ; 
George  Acker,  Boston,  Mass. ;  A.  J. 
Boardman  and  J.  P.  Alexander,  Boston. 
Frank  B.  Walker  was  chairman  of  the 
banquet  committee. 


C.E.R.A.  Promises  Rousing  Summer  Meeting 


Boys.' DONT  MISS  THI5 

MEETING  AND  BE  SURE 
,  AND  BRING  THE  LADIES.'' 


'J^2Z 


m 


DETROIT 


TWO  BANG-UP  MORNING  MEETINGS- 
TWO  AFTERNOONS  OF  PURE  FUN" 
CEDAR  POINT,  JUNE  28ANo29-Goo<15yt. 


"Fun  for  everybody,"  says  C.E.R.A.  program  committee 


EXTREME  efforts  are  being  made 
by  the  program  and  hotel  and  ar- 
rangements committees  to  make  the 
summer  meeting  of  the  Central  Elec- 
tric Railway  Association  at  Cedar 
Point,  Iowa,  Thursday  and  Friday,  June 
28  and  29,  an  outstanding  event,  ac- 
cording to  W.  S.  Rodgers,  president. 
There  will  be  two  morning  business 
sessions  filled  with  discussions  of  inter- 


esting topics  pertaining  to  the  industry. 

The  entertainment  features  will  be 
ample  for  the  entire  family.  In  addition 
a  wide  variety  of  sports  is  available  at 
Cedar  Point. 

The  accompanying  cartoon  is  a 
sample  of  those  being  sent  out  to  mem- 
bers, stressing  "Fun  for  Everybody" 
and  calling  attention  to  various  features 
of  the  program. 


American  Association  l^fews 


— •'^"'^*^ 


Purchases  and  Stores  and 
Stores  Accounting 

JOINT  meetings  of  the  committee  on 
purchases  and  stores  of  the  Engi- 
neering Association  and  the  committee 
on  stores  accounting  of  the  Account- 
ants' Association  were  held  at  Associa- 
tion headquarters.  New  York,  on  May 
18  and  19.  Aside  from  the  regular 
work  of  the  committees,  considerable 
time  was  given  to  the  discussion  and 
planning  of  an  elaborate  convention 
program  and  the  following  tentative 
program  was  adopted : 

Monday,  Sept.  24 — 2:30  p.m.  to  S  p.m. 

Address  of  welcome  by  R.  H.  Dalgleish, 
president  A.E.R.E.A. 

"Standard  Packages,"  by  W.  E.  Scott. 

"Purchasing  from  the  Manufacturers' 
Standpoint,"  by  B.  W.  Forkner. 

"Inactive  Stock,"  by  A.  S.  Duncan. 

"Relation  of  Purchasing  to  the  Stores 
Department,"  by  A.  L.  Fischer. 

"Handling  Supplies  for  Buses,"  by  W.  S. 
Stackpole. 

Tuesday,  Sept.  25 — Luncheon 
Conference 

"What  Would  Be  a  Fair  Measure  of  the 
Cost  of  Handling  Materials  and  Supplies," 
by  C.  A.  Harris. 

Wednesday,  Sept.  26 

Joint  annual  report  by  the  chairman. 

"The  Cost  of  Controlling  the  Investment 
in  Material  and  Supplies  and  the  Distribu- 
tion of  That  Cost,"  by  W.  P.  McArdle. 

"Pricing  Problems,"  by  R.  A.  Weston. 

It  is  planned  to  include  in  the  com- 


mittee's exhibit  a  delinescope  picturiza- 
tion  of  storekeeping  practices  and  ex- 
hibits bearing  on  the  question  of  unit 
piling,  standard  packages  and  other 
storeroom  methods. 

Members  of  the  committees  attend- 
ing the  meetings  were  J.  Y.  Bayliss, 
R.  A.  Weston,  W.  J.  Walker,  W.  S. 
Stackpole,  A.  L.  Fischer,  A.  S.  Duncan, 
E.  A.  Murphy,  J.  Fleming,  W.  E.  Scott, 
B.  W.  Forkner,  A.  A.  Ordway,  W.  P. 
McArdle  and  C.  A.  Harris. 


Preliminary  Announcement  on 
Brady  Medals 

AUTHORIZATION  by  Nicholas  F. 
/». Brady  to  award  the  Anthony  N. 
Brady  Memorial  Medals  for  the  year 
ended  Dec.  31,  1927,  "for  achievement 
in  safety  and  sanitation  by  electric  rail- 
way organizations  of  the  United  States" 
is  announced  by  the  American  Museum 
of  Safety.  As  in  the  past,  the  award 
will  be  made  jointly  under  the  auspices 
of  the  American  Electric  Railway  Asso- 
ciation and  the  American  Museum  of 
Safety. 

The  committee  on  conditions,  com- 
posed of  men  from  within  the  industry, 
has  been  giving  all  factors  entering  into 
this  competition  additional  careful  study 
in  the  light  of  the  results  of  last  year. 
Definite  decision  on  the  conditions  cov- 
ering the  contest  for  the  year  1927  will 
be  reached  at  an  early  date.  It  is  hoped 
to  have  the  printed  conditions  forwarded 
to  all  contestants  early  in  June. 


May  26,  1928 


ELECTRIC  RAILWAY  JOURNAL 


869 


>(ews  of  the  Industry 


=ff^^= 


Fare  Stay  in  New  York 

Interborough  case  to  be  heard  by  Supreme 

Court  on  Oct.  2.     City  not  required 

to  post  bond 

The  Supreme  Court  of  the  United 
States  on  May  21  granted  the  stay 
sought  by  the  city  of  New  York  and  the 
Transit  Commission  and  prevented  the 
7-cent  fare  from  going  into  effect  on 
the  Interborough  lines  in  New  York 
City  at  least  until  the  case  is  reviewed 
in  the  high  court  next  fall.  Under  the 
ruling  of  the  Supreme  Court  the  in- 
junction granted  by  the  lower  court, 
which  would  prevent  any  interference 
with  the  collection  of  a  7-cent  fare,  can- 
not become  operative  until  after  the  case 
is  retried  on  appeal. 

Chief  Justice  Taft  Read  the  Order 

Chief  Justice  Taft  announced  the  de- 
cision of  the  court  briefly,  saying  that 
after  considering  the  application  for  the 
stay  of  the  injunction  pending  an  ap- 
peal to  the  Supreme  Court  it  was 
ordered  that  the  stay  be  granted  and  that 
the  injunction  not  become  operative  un- 
til after  that  appeal  had  been  heard. 
The  court  also  announced  that  it  would 
hear  the  appeal  of  the  city  on  Tuesday, 
Oct.  2. 

The  order  of  the  court  in  the  case  was 
as  follows : 

Upon  consideration  of  the  motion  of  the 
appellants  for  a  stay  of  the  order  granting 
.  an  interlocutory  injunction,  from  which 
this  appeal  is  taken,  and  for  the  advance- 
ment of  this  cause  for  an  early  hearing, 
it  is  ordered  that  the  operating  of  the  order 
of  the  District  Court,  May  10,  1928,  grant- 
ing an  interlocutory  injunction  in  this  cause 
be  stayed  and  remain  inoperative  pending 
the  hearing  and  determination -by  this  court 
of  the  present  appeal,  and  that  this  cause 
be  advanced  and  set  down  for  hearing  in 
this  court  on  Oct.  2,  1928. 

The  supreme  bench  heard  the  argu- 
ments on  the  city's  petition  for  a  stay  of 
the  injunction  granted  by  the  statutory 
court  on  May  14.  when  Charles  L. 
Craig  and  Samual  Untermyer  laid  their 
case  before  the  court  and  William  L. 
Ransom  argued  against  the  petition. 

Contention  of  City  Counsel 

Nothing     in    the    decision     indicated 

whether    the    counter    proposal    of    the 

counsel  for  the  city  and  commission  to 

I       file   a   stipulation    in   the   lower   courts 

I       should    be    carried    out.      Counsel    had 

offered  to  file  a  stipulation  which  would 

■       permit   the   $5,700,000    in   preferentials 

l^fc  which   it   is  estimated  will  be  due  and 

B^B  payable  to  the  city  this  year,  to  be  set 

I^Haside  in  a  special  account  so  that,  if  the 

^^Bcourts  in  the  final  decision  should  grant 

^^■the  7-cent  fare,  the  company  might  be 

^^■reimbursed  for  any  losses  it  might  have 

^^■suffered    by    the    maintenance    of    the 

|^B5-cent  fare  while  the  case  is  being  tried. 


no  power  to  post  the  bond  required  and 
that  there  was  no  way  under  the  law  by 
which  the  city's  money  could  be  offered 
as  security  to  indemnify  the  company 
for  its  losses. 

In  their  arguments,  Mr.  Untermyer 
and  Mr.  Craig  stressed  the  injustice  of 
the  terms  imposed  by  the  statutory  court 
and  the  impossibility  of  meeting  them. 
Mr.  Ransom,  in  his  reply,  characterized 
the  decision  rendered  by  the  statutory 
court  as  "the  most  clarifying  docu- 
ment on  the  transit  situation  that  had 
ever  been  written." 


^15,000  and  No  More 

Responsibility  in  Paris 

The  Council  of  Paris,  III.,  has  re- 
lieved the  Central  Illinois  Traction 
Company,  subsidiary  of  the  Central 
Illinois  Public  Service  Company,  of 
further  responsibility  and  obligation 
under  its  50-year  franchise,  dated 
Aug.  1,  1910.  A  payment  of  $15,000 
cash  for  the  release  was  made  by  the 
company,  which  agreed  to  remove  all 
poles,  wires,  tracks  and  ties,  except 
those -on  Main  Street. 


30,000,000  Miles  Without  an  Accident 

5,441  men  in  employ  of  Chicago  Surface  Lines  had  spotless  records 

for  year  recently  ended.     Beautiful  trophy  awarded  by 

Mr.  Richardson  to  Lincoln  division  men  at  banquet 


MOTORMEN  and  conductors  of  the 
Chicago  Surface  Lines  were  the 
guests  of  honor  of  officials  of  the  com- 
pany at  a  banquet  held  in  the  Stevens 
Hotel,  Chicago.  May  4,  in  celebration  of 
the  fact  that  5,441  employees  did  not 
have  a  single  accident  in  service  during 
the  fiscal  year  ending  Jan.  31,  and  that 
the  total  number  of  accidents  was  12^ 
per  cent  less  than  the  total  in  1926. 
Guy  A.  Richardson,  vice-president  and 
general  manager,  pointed  out  that  the 
motormen  among  the  no-accident  group 
had  operated  their  cars  for  a  total  of 
30,000,000  car-miles  without  an  accident 
of  any  kind. 

Approximately  70  per  cent  of  the 
motormen  and  54  per  cent  of  the  con- 
ductors who  had  no  accidents,  he  de- 
clared, had  been  in  the  company's  service 
for  more  than  ten  years.  In  extolling 
the  records  made  by  the  men,  Mr. 
Richardson  urged  the  same  strict  re- 
quirements of  mental  and  physical  ca- 


Farewell  to  the  Woodeti 
Car  in  Boston 

THE  last  wooden  car  on  the 
rapid  transit  lines  of  tlie  Bos- 
ton Elevated  Railway,  Boston, 
Mass.,  was  retired  from  service  on 
March  27,  1928.  The  wooden  cars 
which  have  been  retired  have  now 
been  all  replaced  by  steel  cars,  the 
last  cars  on  the  order  for  100  hav- 
ing been  received  recently.  The 
rapid  transit  lines  have  also  placed 
in  service  the  entire  lot  of  60  new 
steel  cars  ordered  for  the  Dor- 
chester rapid  transit  extension. 
Thus  there  are  now  in  operation  a 
total  of  160  new  steel  rapid  transit 
cars  involving  an  investment  of 
$3,700,000. 


pacity  for  automobile  drivers  as  must  be 
met  by  Surface  Lines  employees. 

Each  man  was  presented  with  a 
bronze  insignia  to  be  worn  on  the  lapel 
of  his  uniform  during  the  year.  One  of 
the  features  of  the  celebration  was  the 
awarding  of  a  handsome  trophy  in  the 
form  of  a  sterling  silver  model  A  of 
the  actual  size  of  the  latest  type  Surface 
Lines  car  to  the  Lincoln  Avenue  car 
depot,  which  made  the  best  accident 
prevention  record  on  the  system  last 
year. 

Mr.  Richardson  characterized  the 
meeting  as  unusual  in  the  annals  of  the 
Surface  Lines.  Indeed,  it  was.  In  the 
past  the  system  of  the  company  used  in 
keeping  accident  records  tended  toward 
focusing  attention  on  the  few  men  who 
were  in  trouble  rather  than  on  the  many 
who  were  satisfactorily  performing  their 
daily  duties  and  formed  the  backbone  of 
efficient  and  safe  service.  Beginning 
with  1927,  this  plan  was  changed  with 
the  avowed  intention  of  being  able  prop- 
erly to  give  credit  where  credit  is  due. 
Since  a  banquet  hall  large  enough  to 
serve  the  entire  group  was  not  obtain- 
able, it  became  necessary  to  devise  a 
plan  for  selection  of  as  many  as  could 
be  accommodated,  so  the  group  on  the 
evening  of  May  3  was  invited  on  the 
basis  of  seniority. 

Mr.  Richardson  said  the  fact  that  ap- 
proximately 60  per  cent  of  the  5,441 
clear  accident  record  men  have  a  serv- 
ice record  in  excess  of  ten  years  demon- 
strated conclusively  that  judgment  and 
ability  to  operate  cars  successfully  under 
the  trying  .street  conditions  faced  each 
day,  came  from  years  of  experience  in 
the  school  of  hard  knocks  and  that  it 
could  not  be  acquired  overnight.  In 
other  words,  successful  operation  in 
service  such  as  that  supplied  by  the  Chi- 
cago Surface  Lines  depended  on  those 
who  are  devoting  their  lives  to  it  rather 


870 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.21 


than  to  the  type  that  is  here  today  and 
gone  tomorrow. 

An  analysis  of  seniority  of  trainmen 
who  have  not  had  a  chargeable  accident 
during  the  year  ending  Jan.  31,  1928, 
showed :  • 


tered  automobiles  in  Chicago.  Inci- 
dentally there  was  an  increase  of  17  per 
cent  in  car-miles  run  per  accident,  com- 
paring 1927  with  1926.  Last  year  there 
were  5.700  fewer  collisions  with  vehicles 
than  during  the  previous  year,  in  spite 


Total 
Number 

Motormen 1,747 

Percent 100 

Conductors 3,694 

Percent 100 

Totals 5,441 

Percent 100 


ore  Than 

More  Than 

More  Than 

More  Than 

Less  Than 

25  Years 

20  Years 

1 5  Years 

ID  Years 

1 0  Years 

307 

638 

988 

1,221 

526 

17.57 

36.52 

56.55 

69.89 

30.11 

430 

850 

1,361 

2,005 

1,689 

11.64 

23.01 

36.84 

54.28 

45.72 

737 

1,488 
27.35 

2,249 

3,126 

2,215 

13.55 

43.17 

59.29 

40.71 

Last  year  cars  of  the  company  oper- 
ated more  than  136,000,000  car-miles. 
The  number  of  100  per  cent  motormen 
was  1,747,  or  approximately  one-fourth 
of  the  total  motormen.  It  can  readily 
be  computed  then  that  this  group  of 
motormen  operated  on  the  streets  of 
Chicago  more  than  30,000,000  car-miles 
in  1927  without  accident — a  perform- 
ance, in  Mr.  Richardson's  judgment, 
never  equaled. 

As  indicated  previously  each  no-acci- 
dent trainman  has  been  presented  with 
a  one-year  safety  button  in  bronze  as  a 
small  token  of  the  management's  appre- 
ciation of  his  efforts  in  accident  preven- 
tion. The  Accident  Prevention  Ad- 
visory Council  which,  with  Mr.  Pasche, 
has  charge  of  the  plans  and  policies  in 
this  regard,  advise  that  it  is  planning  a 
different  button  for  each  additional  year 
of  freedom  from  accident,  as  follows : 

One  year Bronze 

Two  years Silver  car  on  bronee 

Three  years Solid  silver 

Four  years Gold  car  on  silver 

Fifth  year Solid  gold  button 

The  whole  organization  has  been 
bending  its  energies  to  the  reduction  of 
accidents  and  for  the  last  three  or  four 
years  the  need  of  accident  prevention 
has  been  stressed  more  than  ever  before. 
As  a  result  the  accidents  on  the  system 
last  year  were  reduced  6,500  in  number, 
or  12i  per  cent,  over  the  previous  year. 
The  total  number  of  car-miles  per  acci- 
dent last  year  was  better  than  any  year 
since  1923,  and  during  that  time  there 
has  been  a  50  per  cent  increa.se  in  regis- 


of  an  increase  of  19,200  vehicles  regis- 
tered in  Chicago  than  in  1926.  The  re- 
cession of  that  amount  represented  more 
than  18  per  cent  in  that  one  class  of 
accident,  and  was  a  further  testimonial 
to  the  outstanding  merit  of  the  motor- 
men.  There  was  a  reduction  of  14  per 
cent  in  fatalities,  of  27  per  cent  in  colli- 
sions of  cars  and  65  per  cent  in  those 
brushed  from  steps. 

Alighting  and  boarding  accidents 
dropped  ot?  5^-  per  cent,  a  credit  to  the 
men  on  both  ends  of  the  car,  but  there 
was  an  increase  of  36  per  cent  in  per- 
sons thrown  by  quick  starting  and  stop- 
ping— something  the  motormen  were 
reminded  by  Mr.  Richardson  they  should 
bear  closely  in  mind  as  a  type  of  addi- 
dent  that  is  running  in  the  wrong  direc- 
tion.    Mr.  Richardson  said : 

The  whole  trend  of  train  service  oper- 
ation last  year  was  in  the  right  direction  in 
accident  prevention,  in  courtesy  and  all 
those  other  attributes  that  spell  service  in 
the  broad  way  that  we  mean  it. 

I  am  rather  inclined  to  believe  that  a 
great  many  people  outside  of  our  industry 
are  beginning  to  think  in  the  terms  of 
accident  prevention,  undoubtedly  brought 
about  by  the  systematic  work  that  is  being 
done  in  the  schools,  shops  and  businesses 
all  over  the  nation.  This  is  borne  out  by 
the  reports  of  many  electric  railways  for 
the  past  year  showing  a  marked  reduction 
in  .iccidents  over  the  previous  year.  Our 
aviator  friends  say  the  public  are  becoming 
air-minded.  I  think  we  might  well  say 
that  they  are  becoming  accident-minded. 
This  added  to  concerted  attention  to  the 
causes  of  accidents  in  our  business  and  the 


effective  work  that  you  and  the  others  in 
our  organization  have  been  doing  has  pro- 
duced the  excellent  record  of  last  year. 

When  we  see  the  astounding  figures 
compiled  at  the  end  of  each  year  as  to  the 
fatalities  and  injuries  caused  by  automobiles 
it  makes  us  wonder  whether  the  tide  will 
ever  turn  and  what,  if  anything,  could 
cause  it  to  do  so.  Until  laws  are  passed  in 
this  state,  as  they  have  been  in  many,  states, 
making  it  necessary  for  all  drivers  of 
automobiles  to  pass  a  reasonable  physical 
and  metal  test  as  to  their  ability  to  operate 
these  high-speed,  high-powered  vehicles,  it 
would  seem  that  we  may  expect  little  along 
that  line.  You  all  know  the  strict  require- 
ments necessary  to  qualify  you  to  perform 
the  work  of  running  cars  on  this  system 
and  I  know  you  would  think  the  manage- 
ment derelict  in  its  duty  if  it  permitted  any 
man  with  a  major  physical  or  mental  defect 
to  operate  its  equipment  over  tlie  busy 
streets  of  our  city,  yet  men  of  this  type  are 
driving  automobiles. 

At  the  outset  in  our  work  of  accident 
prevention  we  felt  that  if  we  could  save  a 
single  life  or  major  injury  our  efforts 
would  be  worth  while.  To  have  our  own 
people  killed  and  injured  by  being  crushed 
between  cars  seemed  an  outstanding  care- 
lessness that  should  be  completely  elim- 
inated. It  may  interest  you  to  know  that 
in  1927  none  of  our  employees  was  killed 
by  this  form  of  accident  while  in  1923, 
when  we  started  this  campaign,  four  train- 
men had  been  killed ;  one  in  1924 ;  three  in 
1925  and  one  in  1926.  This  would  indicate 
that  our  endeavors  along  this  line  have  not 
been  in  vain. 

It  is  surprising  how  far-reaching  acci- 
dent prevention  work  is.  At  practically 
every  meeting  of  our  operating  heads  or  of 
the  staff  many  of  the  subjects  relating  to 
accident  prevention  are  discussed.  All  of 
these  discussions  and  conferences  bring  a 
better  understanding  of  the  problem  we  are 
facing  and  with  the  meetings  of  the  safety 
committees  and  co-operation  between  all 
groups  on  the  system  we  are  beginning  to 
show  real  results  in  this  direction. 

Many  departments  besides  transportation 
are  making  enviable  records.  Their  activ- 
ities do  not  usually  involve  the  public 
directly  to  the  same  extent  as  the  train 
.services  do,  but  they  prevent  injury  to 
themselves  and  to  their  fellow  employees. 

Only  by  good  team  work  throughout  the 
organization  cai\  we  satisfactorily  make 
progress  in  accident  prevention  or  in  any 
other    constructive    effort    to    improve    the 


5,441  trainmen  of  the  Chicago  Surface  Lines  were  eligible  for  the  accident  prevention  banquet  at  the  Hotel  Stevens  on  May  3,  but  it 
was  possible  to  accommodate  only  a  quarter  of  this  number  in  the  mammoth  grand  ball  room 


I 


May  26, 1928 


ELECTRIC  RAILWAY  JOURNAL 


871 


operation  and  service,  and  I  want  you  men 
gathered  here  tonight  to  know  how  much 
the  management  appreciates  the  whole- 
hearted support  and  co-operation  it  has  had 
from  the  entire  force.  Your  100  per  cent 
record  in  accident  prevention  work  last 
year  makes  you  the  outstanding  examples 
of  efficient  electric  railway  operators. 

As  a  climax  to  his  address  Mr. 
Richardson  gave  the  signal  to  unveil  the 
silver  speed  trophy  represented  by  a 
miniature  modern  Chicago  Surface 
Lines  car,  awarding  it  to  the  Lincoln 
Avenue  carhouse  as  the  winner.  Super- 
intendent Hays  of  Lincoln,  in  receiving 
the  award,  expressed  his  gratitude  and 
the  gratitude  of  the  men  serving  under 
him.  In  presenting  the  trophy  to  Mr. 
Hays,  Mr.  Richardson  said : 

For  the  past  two  years  all  depots  have 
been  engaged  in  friendly  rivalry  in  the 
matter  of  accident  prevention  on  a  system 
of  credit  and  debits  worked  out  by  the 
Advisory  Council.  The  first  year's  award 
went  to  North  Avenue,  but  little  did  they 
realize  when  they  accepted  their  1926  trophy 
that  over  to  the  east  of  them  the  members 
of  another  group  of  determined  men  had 
been  grooming  themselves  for  1927  to  the 
extent  that  they  stepped  into  first  place  in 
the  first  month  and  while  sorely  pressed 
once  or  twice  were  never  forced  from  that 
position  throughout  the  year.  Individual 
effort  is  essential  as  the  base  of  any  en- 
deavor. This  has  been  repeatedly  brought 
out  before  this  evening,  but  team  work  of 
the  whole  group  making  this  effort  is  vital 
to  any  organization  such  as  ours  in  pro- 
ducing a  finished  result.  The  best  team 
work  in  1927  in  accident  prevention  was 
under  Mr.  Hays'  and  Mr.  Zage's  leader- 
ship at  Lincoln.  They  finished  first,  while 
Lawndale  and  Blue  Island  under  Mr. 
Maguire  and  Mr.  Eigelsbach  finished 
scarcely  two  points  behind  Lincoln. 

The  Advisory  Council  this  year  prepared 
a  surprise  for  all  of  us  in  the  trophy  that 
is  to  be  awarded  for  last  year's  accomplish- 
ment. They  advise  that  this  trophy  is  to 
be  held  by  the  depot  winning  it  for  the 
year  following,  and  that  when  any  depot 
has  won  it  three  times  it  will  then  remain 
at  that  depot  permanently.  I  had  heard 
vague  rumors  of  what  the  trophy  was  to 
be  but  had  no  conception  that  the  master 
silversmiths  at  Marshall  Field's  could  pro- 
duce anything  so  beautiful  as  this  silver 
replica  of  our  most  modern  type  of  street 
car. 

Mr.  Hays,  I  am  proud  to  have  the  honor 
of  awarding  the  accident  prevention  trophy 
for  1927  to  you  as  the  representative  of 
your  efficient  team  mates  of  the  Lincoln 
carhouse. 

• 

Would  Prevent  Interference  With 
Piedmont  Extension 

Counsel  for  the  Piedmont  &  Northern 
Railway,  Charlotte,  N.  C,  has  filed  in 
the  United  States  District  Court  at 
Greenville,  a  petition  for  an  injunction 
against  the  Interstate  Commerce  Com- 
mission to  prevent  its  interference  with 
the  company  in  extending  its  line  from 
Spartanburg  to  Gastonia  and  from  Char- 
lotte to  Winston-Salem.  The  petition 
asked  that  the  court  set  aside  and  de- 
clare null  and  void  the  recent  decision 
of  the  commission  that  the  road  can- 
not extend  its  line  in  the  directions  de- 
sired. In  its  decision  the  commission 
held  that  the  proposed  line  was  not  a 
public  necessity. 


Columbus  Legislation  Under  Fire 

A  request  to  veto  legislation  passed 
by  the  City  Council  of  Columbus,  Ohio, 
on  May  14,  making  all  streets  with  car 
tracks  main  thoroughfares,  has  been 
made  of  Mayor  Thomas  by  the  Colum- 
bus Automobile  Club.  The  ordinance 
also  raises  the  speed  limit  of  street  cars 
from  20  m.p.h.,  to  25  m.p.h.  Mayor 
Thomas  declared  that  he  had  not  signed 
the  legislation,  but  gave  it  his  verbal 
approval. 

These  ordinances  supplemented  a 
previous  ordinance  passed  on  April  16, 
authorizing  the  Columbus  Railway, 
Power  &  Light  Company  to  adopt  the 
skip-stop  system.  That  ordinance, 
which  became  effective  on  May  16,  has 
been  accepted  by  C.  C.  Slater,  general 
manager  of  the  Columbus  Railway, 
Power  &  Light  Company,  but  will  not 
be  put  into  effect  until  the  other  two 
ordinances  become  effective.  Mr.  Slater 
said  that  it  would  be  necessary  to  change 
car  schedules,  rearrange  car  stop  signs 
and  work  out  other  plans  before  the 
company  could  comply  with  the  ordi- 
nance. All  the  present  car  stop  signs 
will  be  taken  down  repainted  and  then 
relocated  nearer  the  center  of  the  street 
where  they  will  be  more  visible. 

Passage  of  the  stop-street  ordinance 
was  opposed  by  Councilman  Worley. 


day.  It  has  been  represented  to  the 
commission  that  the  fares  between  the 
first  and  second  zones  and  between  por- 
tions of  the  third  and  fourth  were  such 
that  in  view  of  competitive  and  other 
conditions,  they  would  decrease  rather 
than  increase  patronage  and  revenue  to 
the  company.  Representatives  of  the  city 
and  the  railway  confirmed  these  results. 


Lower  Fares  on  Pacific 
Electric  Lines 

Fare  reductions  on  Los  Angeles  lines 
of  the  Pacific  Electric  Railway  affecting 
regular  riders  between  zones  one  and 
two,  one  and  four,  and  also  a  reduction 
in  local  fares  in  the  Hollywood  terri- 
tory, were  authorized  May  15  by  the 
California  Railroad  Commission  effec- 
tive upon  one  day's  notice  by  the  com- 
pany. The  new  fares  are  the  result  of 
an  agreement  betvveen  representatives 
of  the  city  of  Los  Angeles  and  the 
Pacific  Electric  Railway  reached  in  an 
informal  conference  with  the  Railroad 
Commission  at  San  Francisco. 

The  order  provides  for  the  sale  of 
tickets  to  regular  riders  at  a  5-cent  fare 
between  zones  one  and  two,  in  the  form 
of  a  twent)'-ride  book,  good  for  60  days, 
and  carrying  full  transfer  privileges 
within  those  two  zones.  A  new  cash 
fare  of  5  cents  is  made  effective  on 
the  Hollywood  Boulevard  and  Santa 
Monica  Boulevard  lines  between  Cres- 
cent Junction  and  Vermont  Avenue. 
This  fare  carries  full  transfer  privileges 
to  intersecting  lines  and  will  provide 
a  5-cent  local  fare  between  the  business 
and  residential  districts  of  the  Holly- 
wood territory.  Regular  riders  in  the 
West  Hollywood  and  South  Pasadena 
districts  are  given  the  benefit  of  a  10- 
cent  fare  to  and  from  Los  Angeles  by 
purchase  of  a  twenty-ride  book,  good 
for  60  days  with  fijll  transfer  privileges. 
In  announcing  the  new  fares  the  com- 
mission stated  that  since  April  7,  1928, 
when  an  order  establishing  a  series  of 
experimental  fares  for  the  Pacific  Elec- 
tric Railway  System  was  handed  down, 
a  careful  check  has  been  made  day  by 


Bills  Fail  at  Special  Session  of  the 
Illinois  Legislature 

The  railway  bills  presented  in  the  spe- 
cial session  of  the  Illinois  General  As- 
sembly by  the  Chicago  City  Council 
have  been  shelved  and  there  will  be  no 
legislation  of  the  kind  before  the  next 
regular  session  of  the  assembly  in  Jan- 
uary, 1929. 

The  special  session  met  on  May  15  on 
the  call  of  Governor  Small  to  consider 
"Home  Rule"  and  other  bills  enabling 
the  City  Council  of  Chicago  to  grant 
franchises  to  the  railway  system  for  a 
fixed  period  of  more  than  20  years. 
From  the  first  there  was  a  feeling  that 
nothing  could  be  accomplished  at  this 
session  owing  to  the  fact  that  Governor 
Small,  who  called  it,  had  just  been  de- 
feated for  nomination  in  the  Republican 
primary  and  Mayor  Thompson,  his  po- 
litical ally,  had  been  rebuked  by  an  over- 
whelming vote  in  Chicago  against  the 
Governor  and  the  Mayor's  whole 
slate. 

In  moving  to  postpone  consideration 
of  the  bills  indefinitely,  Representative 
Elmer  J.  Schnackenberg,  Chicago,  de- 
clared that  the  special  session  "was  born 
in  uncertainty,  clothed  in  mystery  and 
viewed  with  suspicion  by  the  press  and 
the  public." 

It  seemed  likely  that  the  General 
Assembly  would  complete  its  work  be- 
fore May  26  and  adjourn  after  creating 
a  special  committee  to  study  the  situa- 
tion in  Chicago  and  report  back  to  the 
next  regfular  session  of  that  body. 


St.  Louis  Agreement  Forwarded 
to  Commission 

The  formal  stipulation  entered  into 
by  the  executive  committee  of  the  St. 
Louis  Public  Service  Company,  St. 
Louis,  Mo.,  the  executive  committee  of 
the  Local  Amalgamated  Association  and 
the  city  of  St.  Louis,  through  City 
Counselor  Muench,  providing  for  arbi- 
tration of  the  wage  dispute  was  formally 
forwarded  to  the  Missouri  Public  Serv- 
ice Commission  on  May  21.  The  State 
body  will  decide  the  issues  and  fix  a  new 
rate  of  fare  in  St.  Louis  and  St.  Louis 
County  sufficient  to  provide  funds  needed 
to  pay  any  increase  in  wages  granted  to 
the  workers. 

In  the  meantime  attorneys  for  the 
company  and  the  union  have  prepared 
data  for  submission  to  the  commission. 
Under  the  terms  of  the  agreement  be- 
tween the  company  and  the  union  the 
present  wage  scale  and  working  agree- 
ment will  continue  in  effect  until  the  state 
commission  hands  down  its  decision. 


872 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.21 


Hearings  Continue  on  Chicago 
Elevated  Increase 

Efforts  of  the  Chicago  Rapid  Transit 
Company  to  obtain  a  flat  10-cent  fare 
and  to  abolish  its  present  $1.25  weekly 
pass  and  three-for-a-quarter  ticket  rate 
received  another  set  back  on  May  16 
when  the  Illinois  Commerce  Commis- 
sion continued  the  hearing  on  its  appli- 
cation until  Sept.  II.  The  initial  hear- 
ing was  held  on  April  26.  Decision  to 
postpone  the  hearings  was  in  the  form 
of  an  answer  to  the  motion  of  John  G. 
Drennan,  assistant  corporation  counsel 
of  Chicago,  to  exclude  the  valuation  pre- 
sented by  the  company  on  the  ground 
that  the  railway  based  its  demand  for  a 
fare  increase  on  a  valuation  that  was 
eight  years  old  and  consequently,  errone- 
ous. Mr.  Drennan  argued  that  the  com- 
pany must  show  present  value,  which  he 
believed  to  be  considerably  higher.  The 
reason  given  for  the  denial  was  that  the 
commission  was  making  an  appraisal  on 
its  own  account  and,  to  exclude  that 
presented  by  the  elevated  lines  would 
prevent  its  introducing  as  evidence  the 
results  of  its  own  inquiry. 

Harry  J.  Dumbaugh,  attorney  for  the 
company,  declared  that  the  railway 
would  complete  a  new  appraisal  by  June 
12  and  protested  any  further  delay.  He 
claimed  that  such  delay  meant  a  loss  to 
the  company  of  approximately  $200,000 
a  month ;  that  the  company  now  was 
running  behind  at  the  rate  of  $7,000  a 
day  at  the  present  rates.  He  said  a  new 
valuation  of  the  "L"  properties  could 
be  made  by  the  company's  engineers 
within  30  days. 

♦ 

Reduced  Wages  Accepted  by 
Gloversville  Employees 

Trainmen  of  the  Fonda.  Johnstown 
&  Gloversville  Railroad,  Gloversville, 
N.  Y.,  accepted  a  6  per  cent  reduction 
in  wages,  effective  May  1.  The  new 
scale  is  to  continue  in  force  for  a  period 
of  six  months,  after  which  time  the  old 
scale  will  be  restored.  Before  auto- 
mobile and  bus  competition  summer 
traffic  on  this  railway  amounted  to  very 
near  capacity  business.  Now  the  sum- 
mer traffic  is  considerably  lighter  than 
•the  winter  traffic. 


One  of  the  most  popular  is  the  weekly 
pass  in  Alliance,  sold  for  70  cents.  The 
increase  in  the  use  of  the  weekly  passes 
has  not  affected  Sunday  all-day  passes. 
Business  in  the  Sunday  pass  shows  a 
steady  gain  so  far  this  year. 


Passes  Increase  Business  on 
Alliance  Line 

Extensive  use  of  weekly  passes  over 
the  entire  division  has  increased  total 
revenue  approximately  8  per  cent  so  far 
this  year  compared  with  corresponding 
months  of  1927,  according  to  officials  of 
the  Stark  Electric  Railroad,  Alliance, 
Ohio.  During  four  weeks  of  April, 
1927,  the  Stark  Electric  issued  3,119 
passes  for  $2,809.  Reports  for  the  four 
weeks  of  April.  1928,  show  that  4,119 
passes  were  sold  for  $4,014,  an  increase 
of  1,000  passes  and  more  than  $1,200 
in  revenue. 

The  Stark  Electric  has  a  variety  of 
passes  in  the  cities  it  serves,  between 
smaller  communities  and  cities,  and  to 
shops   and  schools  along  the  division. 


Taking  Testimony  in  Ottawa 

Hearings. are  being  conducted  before 
the  Board  of  Railway  Commissioners 
on  the  application  of  the  Ottawa  Elec- 
tric Railway,  Ottawa,  Ont.,  for  an  8- 
cent  cash  fare.  The  present  fare  is  5 
cents.  Testimony  of  Robert  M.  Feustel, 
expert  engaged  by  the  city  of  Ottawa, 
at  the  hearing  on  May  4,  favored  the 
railway  cars  as  the  only  quick  and 
efficient  means  of  handling  passenger 
traffic.  He  complimented  the  company 
on  maintaining  its  car  mileage  despite 
the   falling   off   in   the   number   of   car 

rides. 

♦ 

Pay  of  Shop  Men  in  Cleveland 
Boosted 

An  increase  of  $85,000  a  year  in  the 
shop  payroll  of  the  Cleveland  Railway, 
Cleveland,  Ohio,  as  a  result  of  a  new 
classification  of  positions  and  increases 
in  pay,  was  announced  recently  by 
Joseph  H.  Alexander,  president.  A  rise 
of  a  few  cents  an  hour  was  awarded 
most  of  the  shop  workers,  the  highest 
being  7  cents  an  hour.  The  pay  adjust- 
ments were  made,  according  to  Mr. 
Alexander,  as  a  result  of  a  change  in 
the  shop  week  from  a  54-hour  to  a  44- 
hour  basis.  This  amounted  practically 
to  a  20  per  cent  reduction  in  pay.  The 
new  rates  are  retroactive  to  May  I. 

A  2-cents  an  hour  increase  was  re- 
cently granted  to  trainmen  and  motor 
coach  operators. 


More  Parleys  in  Poughkeepsie 

The  Common  Council  of  Poughkeep- 
sie, N.  Y.,  has  appointed  a  committee  to 
meet  with  the  highway  committee  of  the 
Board  of  Supervisors,  and  the  repre- 
.sentatives  of  the  Poughkeepsie  City  & 
Wappingers  Falls  Electric  Railway  to 
discuss  the  problem  of  removing  the 
tracks  of  the  railway  in  Market  Street 
and  in  the  South  Road  to  the  falls.  The 
position  of  the  company  is  that  the  rails 
cannot  be  removed  unless,  for  instance, 
the  line  to  Wappingers  Falls  is  pur- 
chased by  the  County  of  Dutchess  for 
the  new  state  road.  A  representative  of 
the  city  has  explained  that  an  agreement 
of  this  kind  would  not  necessarily  have 
any  connection  with  the  paving  debt 
due  the  city,  but  expressed  the  belief 
-that  any  agreement  with  the  county  may 
turn  out  to  depend  upon  a  settlement  of 
the  paving  debt  matter  with  the  city. 
This  spokesman  said  : 

We  strongly  desire  the  removal  of  the 
tracks,  we  believe  in-  the  preservation  of 
trees  on  the  .South  Road — we  think  that 
buses  would  be  better  than  trolley  cars  on 
the  Wappingers  and  South  Side  lines — and 
we  therefore  urge  that  the  city  appoint  a 
committee  to  see  what  can  be  done  before 
it  is  too  late. 


Utility  Inquiry  May  Aid  States  in 
Regulation,  President  Believes 

President  Coolidge  believes  that  the 
Federal  Trade  Commission's  investiga- 
tion into  the  activities  of  the  public  util- 
ity companies  may  bring  out  facts  which 
would  call  for  legislation  by  Congress, 
although  such  information  as  the  Presi- 
dent has  received  so  far  with  regard  to 
the  commission's  inquiry  makes  it  ap- 
pear to  him  that  the  question  is  one  for 
state  action  rather  than  for  the  federal 
government.  This  was  stated  officially 
on  May  18.  As  expressed  by  the  United 
States  Daily  President  Coolidge's  views 
are  as  follows : 

But  little  information  is  in  the  President's 
possession  relative  to  the  investigation  now 
being  made  by  the  Federal  Trade  Commis- 
sion concerning  power  companies. 

President  Coolidge  had  talks  more  than 
a  year  ago  with  Professor  Ripley  of  Har- 
vard University,  who  had  written  several 
magazine  articles  regarding  the  organiza- 
tion of  electric  power  concerns,  and  such 
thought  as  the  President  gave  the  subject 
at  that  time  led  the  President  to  believe 
that  the  affair  was  entirely  a  matter  of 
state  action  as  distinguished  from  action  by 
the  federal  government. 

The  investigation  by  the  Federal  Trade 
Commission  now  in  progress  may  reveal 
perhaps  in  the  President's  opinion  facts  that 
will  be  helpful  to  state  commissions  in  ad- 
ministering the  powers  for  the  regulation 
and  control  of  electric  power  companies, 
and  the  commission  may  develop  some  facts 
that  would  call  for  national  legislation. 


Court  Claims  Waived  for 
Omaha  Franchise 

So  that  there  will  be  no  interference 
in  the  negotiations  concerning  a  new 
electric  railway  franchise  to  be  voted 
upon  next  fall  by  the  people  of  Omaha, 
Neb.,  all  pending  court  claims  and  dis- 
putes regarding  the  present  franchise 
of  the  Omaha  &  Council  Bluffs  Street 
Railway  have  by  mutual  consent  been 
waived.  This  is  in  compliance  with  the 
suggestion  of  President  Shannahan 
made  to  the  City  Commission.  Mr. 
Shannahan  told  the  Council  that  the 
company  appreciated  the  willingness  of 
the  city  to  negotiate  for  a  new  fran- 
chise; that  the  company  was  anxious 
for  a  full  discussion  and  exchange  of 
opinion  on  all  the  provisions,  and  that  it 
desired  the  public  to  be  fully  informed 
on  all  phases  of  the  company's  needs 
and  the  city's  rights.  If  the  voters  grant 
a  new  franchise  the  company  officials 
are  willing  to  forego  any  rights  that  may 
exist  to  a  permanent  and  perpetual 
franchise  to  operate  cars  in  Omaha.  At 
City  Corporation  Counsel  Van  Dusen's 
request,  the  company  executed  a  written 
waiver  of  claims  to  franchise  rights 
arising  from  operation  of  cars  after 
May  22. 

A   ten-year   lease   on   6,300   sq.ft.    of 
space  in  the  Union  State  Bank  Building, 
Omaha,  was  taken  recently  by  the  com- 
pany and  it  will  use  the  entire  fifth  floor 
and  a  part  of  the  sixth.     The  lease  be-   ^ 
comes  operative  on  June  I.     The  com-    i 
pany  has  occupied  its  present  quarters    j 
for  27  years. 


May  26,  1928 


ELECTRIC  RAILWAY  JOURNAL 


873 


Cause  for  Pause  in  Cleveland 

Officials  of  the  Cleveland  suburb  of 
East  Cleveland  claimed  at  the  fare  arbi- 
tration hearings  concluded  during  the 
week  ended  May  19  that  they  are  getting 
too  much  service  from  the  Cleveland 
Railway.  They  asserted  that  more  serv- 
ice than  East  Cievelanders  require  is 
put  on  the  Euclid  Avenue  line  for  the 
convenience  of  Cleveland  riders,  and 
they  voiced  objections  to  paying  the  cost 
of  that  part  of  the  service  which  they 
say  is  unnecessary. 

This  was  one  of  two  principal  argu- 
ments advanced  by  East  Cleveland 
against  paying  a  higher  rate  of  fare 
than  the  Cleveland  rate.  The  other 
main  argument  was  ba.sed  on  alleged 
wasteful  and  inefficient  routing  of  a 
number  of  Cleveland  car  lines.  Such 
routing  tends  to  make  the  Cleveland 
rate  of  fare  higher  than  it  really  ought 
to  be,  through  no  fault  of  East  Cleve- 
land. For  many  years  the  Cleveland 
Council  has  refused  to  consider  the  re- 
routing of  the  car  lines  on  a  more  effi- 
cient plan. 

The  arbitrators,  Ed.  Doty,  Charles  M. 
Buss  and  Charles  Higley,  have  the  right 
to  fix  the  East  Cleveland  rate  of  fare 
for  the  next  five  years.  Briefs  will  be 
submitted  within  ten  days  and  a  decision 
is  expected  shortly  thereafter.  The 
Cleveland  Railway  contends  that  the 
East  Cleveland  fare  should  be  3  cents 
higher  than  the  rate  in  Cleveland  proper. 


•  would  be  used  only  by  children  between 
the  ages  of  six  and  twelve,  inclusive. 
The  present  zone  system  of  fares  would 
be  retained  under  the  new  schedule, 
while  transfer  would  continue  to  be  uni- 
versal. 

Officials  of  the  company  stated  that 
the  present  7-cent  fare,  established  in 
1920,  does  not  yield  a  fair  return  on  the 
investment  and  that  a  deficit  of 
$1,765,701  had  been  accumulated  during 
the  period  between  1921  and  1927. 
♦ • 

"Let's  Go"  in  Louisville 

"Let's  Go !"  a  six-page  magazine  pub- 
lished "Each  Week  for  Everybody"  by 
the  Louisville  Railway,  Louisville,  Ky., 
made  its  initial  appearance  with  a  Derby 
Day  edition  containing  special  informa- 
tion about  the  Derby,  together  with  the 
schedule  of  railway  service  for  Derby 
Day.  Copies  were  distributed  on  the 
city  cars  and  several  thousand  copies 
were  sent  to  railroad  stations  and  hotels 
and  to  the  Louisville  Convention  and 
Publicity  League  for  distribution  to 
Derby  Day  visitors.  The  new  publica- 
tion has  as  its  purpose  the  entertain- 
ment and  information  of  the  street  car 
riding  public. 


Ten-Cent  Rate  in  Lorain  Rejected 

A  proposal  to  increase  car  rates  in 
Lorain,  Ohio,  to  10  cents,  was  rejected 
May  15  by  the  streets  and  sidewalks 
committee  of  the  City  Council.  The 
Lorain  Street  Railway  offered  the  Coun- 
cil a  7-cent  rate  for  one  year  and  a 
10-cent  rate  for  the  next  five  years.  The 
present  city  fare  is  5  cents. 

The  Council  committee  has  proposed 
a  7-cent  rate  for  five  years  but  railway 
officials  will  not  consider  it,  according 
to  F.  W.  Coen,  head  of  the  Lake  Shore 
Electric  Railway. 


Electric  Railway  Issue  of  "Safety" 

The  March-April,  1928,  number  of 
Safety,  published  by  the  American 
Museum  of  Safety,  is  the  electric  rail- 
way issue,  containing  a  full  discussion 
of  the  Anthony  N.  Brady  awards.  The 
issue  contains  64  pages,  with  30  illus- 
trations. 

♦ 

Savannah  Appeal  Unopposed 

An  appeal  by  the  Savannah  Electric 
&  Power  Company,  Savannah,  Ga.,  for 
increased  fares  was  heard  unopposed  re- 
cently by  the  Georgia  Public  Service 
Commission.  The  company  asked  for 
a  straight  10-cent  cash  fare  unit  in- 
stead of  the  7-cent  fare  now  in  effect 
and  proposed  to  sell  six  tickets  for  50 
cents ;  twenty  school  tickets  for  $1  and 
24  children's  tickets  for  $1.  The  school 
tickets  would  be  available  only  during 
school  hours,  while  the  children's  tickets 


A  Philosopher  on  the 
Interurban 

PROGRESS  does  not  always 
mean  a  net  gain  for  every  one. 

Here  is  one  effect  of  the  auto- 
mobile on  my  habits  and  conven- 
ience :  For  three  years  I  was  able 
to  travel  to  and  from  my  office  and 
my  farm  in '  an  interurban  street 
car.  I  always  had  a  seat  and  the 
roadbed  was  so  smooth  that  I  could 
read  newspapers,  magazines  and 
books.  In  the  two  hours  I  spent 
on  the  car  each  day  I  was  able  to 
go  through  a  vast  amount  of  print. 

Former  patrons  of  the  line  drove 
to  work  in  their  own  automobiles 
in  increasing  numbers  each  year. 
Then  a  bus  line  came  into  competi- 
tion with  the  electric  line.  The  in- 
come of  the  railway  company  was 
feduced  to  the  vanishing  point,  and 
the  line  was  discontinued. 

The  buses  are  dirty  and  riding 
in  them  is  tortuous,  so  I  am  now 
compelled  to  drive.  Traffic  is  so 
congested  at  the  hours  I  am  on  the 
road  that  I  have  to  give  my  entire 
attention  to  the  task.  I  lose  two 
hours  of  reading  six  days  a  week, 
and  two  hours  of  hard  work  are 
added  to  my  day's  grind.  Further, 
the  cost  of  transportation  is  at  least 
$1.25  more  each  day  and  this  covers 
only  parking,  gasoline,  tires  and  oil. 

Private  cars,  buses  and  electric 
railways  are  all  admirable  acces- 
sories to  civilization,  but  until  each 
has  finally  found  its  proper  place 
some  of  us  are  actually  worse  off 
than  we  were  twenty  years  ago. — 
William  Feather  in  the  Philadelphia 
Public  Ledger. 


Wage  Plea  in  Fort  Wayne  Denied 

Operators  of  the  Indiana  Service  Cor- 
poration at  Fort  Wayne,  Ind.,  have  lost 
their  plea  for  increased  wages  by  action 
of  the  Public  Service  Commission  in 
deciding  the  wage  dispute  in  favor  of 
the  company.  Members  of  the  commis- 
sion said  they  felt  the  employees  were 
entitled  to  more  pay,  but  had  found  that 
the  company's  earnings  would  not  per- 
mit an  increase  now.  The  attitude  of 
the  employees  and  company  in  submit- 
ting the  dispute  to  the  commission  for 
arbitration  was  commended  by  the  com- 
mission. Employees  wanted  the  scale  of 
41  cents  to  50  cents  an  hour  increased 

to  65  to  70  cents  an  hour. 

• 

Portland's  Advertisements  in 
Folder  Form 

Into  a  saddle-stitched  folder  19x24  in. 
thirteen  transportation  problems  as  ad- 
vertised in  the  newspapers  of  Portland, 
Ore.,  by  the  Portland  Electric  Power 
Company,  are  reproduced  from  a  series 
dealing  with  the  daily  mass  transporta- 
tion of  the  city.  From  copy  institu- 
tional in  aim  the  succeeding  messages 
cover  the  bus  developments  by  the  com- 
pany, its  safety  record,  "services"  by 
the  salesmen  and  arguments  for  the 
trolley  versus  the  private  car.  The  ad- 
vertisements are  in  the  nature  of  a 
justification  for  the  faith  of  the  250,000 
people  who  rely  on  the  Portland  Elec- 
tric Power  Company  to  take  them  to 
their  destinations  daily. 


Board  of  Control  Suggested 
at  Kansas  City,  Kan. 

An  ordinance  creating  a  board  of 
control,  to  be  composed  of  the  entire 
board  of  city  commissioners  of  Kansas 
City,  Kan.,  and  to  have  supervision  of 
all  street  car  and  bus  transportation 
within  the  city,  has  been  prepared  by 
the  legal  department  at  the  request  of 
Commissioner  F.  LeRoy  Cooke. 

It  provides  the  board  be  empowered 
to  make  and  enforce  orders  for  neces- 
sary extensions  and  additions  to  the 
railway  system  and  that  the  Kansas 
City  Public  Service  Company  be  pro- 
hibited from  making  any  changes  with- 
out the  consent  of  the  board. 

Powell  C.  Groner,  president  of  the 
company,  has  pointed  out  that  the 
company  has  no  franchise  and  that  it 
must  route  its  cars  so  far  as  possible 
to  comply  with  the  transportation  needs 
of  the  greatest  number  of  riders. 


Perpetual  Franchise  Hearing  in 
Denver  Set 

The  city  of  Denver,  Col.,  through  its 
attorney,  Thomas  H.  Gibson,  appeared 
before  the  United  States  Supreme  Court 
on  May  11  and  asked  that  its  case 
against  the  Denver  Tramway,  locketed 
with  the  Supreme  Court  on  appeal,  be 
put  over.  The  court  then  named  July  9 
as  the  date  for  hearing  the  plea  against 
lower  court's  ruling  sustaining  the  claim 
of  the  railway  to  a  perpetual  franchise. 


874 


ELECTRIC  RAILWAY  JOURNAL 


Vol.n,No.2l 


Recommends  Adoption  of 
Rerouting  Plan  in  Seattle 

Immediate  adoption  of  the  rerouting 
plan  proposed,  nearly  two  years  ago  by 
Clark  R.  Jackson,  superintendent  of 
public  utilities,  has  been  recommended 
by  the  Seattle  Municipal  Railway  com- 
mittee of  the  Municipal  League,  after  a 
study  of  the  railway  system  in  Seattle, 
Wash.,  extending  over  several  months. 
The  Jackson  plan  calls  for  turning  at 
Pike  Street  of  Broadway,  Eastlake  and 
other  cars  from  the  north  and  east, 
which  now  make  the  Jackson  Street 
loop.  The  committee  declares  that  sav- 
ings ranging  between  $300,000  and 
$400,000  annually  could  be  efifected  by 
following  this  plan.  When  it  was  origi- 
nally presented  to  Mayor  Bertha  K. 
Landes  the  plan  was  shelved  after  bitter 
opposition  had  been  voiced  by  property 
owners  in  the  older  downtown  section 
of  the  city. 


D.  W.  Henderson,  superintendent  of 
railways,  is  opposed  to  the  plan,  which 
resulted,  he  said,  when  it  was  partly 
attempted  two  years  ago,  in  a  loss  of 
revenue,  although  there  was  a  saving  in 
expenses. 

The  report  outlines  among  the  ad- 
vantages of  the  Jackson  line,  the  fol- 
lowing :  Fewer  car  hours ;  saving  time 
of  cars,  men  and  power ;  release  of  many 
cars  so  that  they  could  be  made  over 
into  one-man  cars,  and  shorter  runs. 

The  Jackson  plan  of  reducing  service 
on  First,  Second  and  Third  Avenues 
has  been  approved  in  principle  by  the 
Peter  Witt  report  and  by  the  report 
made  by  a  representative  of  the  West- 
inghouse  Company,  the  committee  adds. 
In  view  of  the  general  approval  given 
the  plan,  and  the  immediate  needs  of  the 
system  the  committee  recommends  that 
the  rerouting  be  put  in  effect  in  advance 
of  such  other  changes  as  may  be  recom- 
mended later. 


Foreign  News 


•HM 


Street  Car  Wins  in  Colombia 

Narrow  streets,  rough  pavements, 
public  safety,  and  cost  of  installation 
were  the  factors  which  caused  the  Em- 
presas  Publicas  Municipales,  Medellin, 
Colombia,  to  decide  to  retain  and  im- 
prove the  street  railway  system  instead 
of  substituting  trackless  trolleys. 

The  streets  of  Medellin  are  very  nar- 
row and  are  paved  with  rounded  stones 
laid  on  top  of  the  tamped  earth.  The 
Empresas,  after  due  consideration  of 
both  methods  of  transportation,  felt  that 
its  passengers  would  be  more  comfort- 
able in  street  cars  and  also  that,  because 
of  the  narrow  streets,  a  trolley  confined 
to  a  given  lane  would  be  less  dangerous 
to  public  life  and  property  than  the 
trackless  trolleys. 

The  present  street  railway  system  of 
Medellin  consists  of  eight  lines,  with 
two  more  projected,  and  its  rolling 
stock  consists  of  34  Birney  type  safety 
cars  with  eight  more  on  order.  Within 
a  year  it  is  expected  to  increase  the 
equipment  to  about  50  cars. 


Railway  Electrification  in  Silesia 

Electrical  operation  has  recently  been 
started  on  the  Breslau-Konigsvelt  line, 
thus  connecting  the  Silesian  mountain 
railway,  Gorlitz  -  Laban  -  Hirschberg- 
Konigszelt,  to  the  provincial  capital  and 
completing  the  electrification  of  this 
system.  The  conversion  started  in 
1911,  but  the  work  on  the  first  portions 
could  not  be  finished  before  the  end  of 
the  war  and  on  account  of  great  diffi- 
culties had  to  be  continued  on  small  sec- 
tions, each  of  which  was  eventually 
opened  for  public  service.  The  com- 
pletion of  this  electrification  makes  the 
Silesian  railway  system,  which  is  351 
km.  in  total  length,  second  in  Germany 


to  the  Bavarian  system  only,  both  as  to 
length  and  importance.  It  controls  the 
main  share  of  the  tourist  traffic  in  the 
Iser  and  Riesengebirge  mountains  as 
well  as  the  Glatz  mountain  district  of 
Silesia,  and  also  provides  for  the  ex- 
tensive coal  transport  from  the  Lower 
Silesian  colliery  district. 

Current  for  operating  the  railway 
system  is  derived  from  the  Mittelsteine, 
county  of  Glatz,  central  station,  owned 
by  the  state  railway,  where  coal  ob- 
tained in  connection  with  clay  working 
is  used  as  fuel,  at  half  the  cost  of 
ordinary  locomotive  coal.  The  current 
thus  generated  is  supplied  at  a  tension 
of  80,000  volts  to  various  converter  sta- 
tions, where  it  is  stepped  down  to  15,000 
volts. 

New  Cars  for  Edinburgh 

Expenditure  of  £31,000  for  the  pur- 
chase of  new  rolling  stock  has  been  ap- 
proved by  the  Tramways  Committee  pf 
Edinburgh,  Scotland.  Twelve  new  cars 
will  be  purchased  soon,  at  an  estimated 
cost  of  £1,800  each.  The  additional  cars 
are  required  to  meet  increased  traffic 
which  is  expected  as  a  result  of  a  sub- 
stantial reduction  in  fares. 


Bus  Co-ordination  in  Florence 

Four  bus  lines  are  now  in  operation 
by  the  municipal  street  railway  system 
of  Florence,  Italy.  These  lines  extend 
through  those  zones  where  tram  lines 
do  not  reach.  Gasoline  buses  formerly 
were  used  but  the  motive  power  has  now 
been  changed'  to  current  from  storage 
batteries. 


Electric  Railways  in  Japan 

The  Imperial  Government  Railways 
of  Japan  spent  approximately  12,016,119 
yen  (the  yen  is  about  47  cents)  for 
electrical  equipment  during  1927,  by  im- 
proving electric  railway  lines,  extending 
generating  facilities  and  building  elec- 
tric substations,  according  to  a  recent 
report.  During  the  year,  twelve  loco- 
motives and  89  tram  cars  were  pur- 
chased from  foreign  countries. 

There  are  230  privately  owned  rail- 
ways in  Japan,  comprising  2,917  miles. 
These  railways  are  classified  as  follows : 
Steam,  1,317  miles;  electric,  1,497  miles; 
steam  and  electric,  73  miles,  gasoline, 
30  miles. 


New  Electric  Railway  Completed 
in  Spain 

Between  Puertollano  and  Conquista, 
Spain,  a  new  electric  narrow-gage  rail- 
way, 34  miles  long,  has  been  completed 
recently  by  the  Sociedad  Minera  Pen- 
arroya.  It  forms  an  extension  of  the 
existing  line  between  Penarroya  and 
Puertollano,  and  is  mainly  intended  for 
freight  transport.  Power  is  supplied 
from  the  steam-operated  generating  sta- 
tions belonging  to  the  company  at 
Penarrova  and  Puertollano. 


Bus  Development  in  Germany 

The  German  Post  Office  Department 
is  one  of  the  largest  operators  of  motor 
buses  in  Germany.  While  the  primary 
function  of  the  department  is  to  carry 
mail  and  packages,  it  finds  there  is 
economy  in  purchasing  motor  vehicles 
which  can  also  transport  passengers. 
On  April  1,  1927,  it  had  1,504  bus  routes 
in  operation  over  a  total  length  of 
16,650  miles.  The  number  of  passengers 
carried  during  the  first  eleven  months 
in  1926  was  23,100,000. 


New  Traffic  Scheme  for 
Manchester 

Plans  for  the  improvement  of  rapid 
passenger  transit  facilities  in  Man- 
chester, England,  and  regions  beyond, 
are  being  considered  by  the  municipal 
authorities.  Henry  Mattinson,  general 
manager  and  engineer  of  the  Corpora- 
tion Tramways,  has  suggested  two  com- 
paratively short  underground  railways 
crossing  the  city  at  right  angles,  with 
an  interchange  station  at  the  point  of 
their  intersection  in  the  center  of  the 
city,  and  with  interchange  stations  at 
all  the  main-line  railway  terminals.  At 
their  suburban  ends  these  underground 
lines  would  come  to  the  surface  and 
form  physical  junctions  with  the  exist- 
ing steam  suburban  railways.  To  in- 
sure through  running  the  suburban  rail- 
ways would  have  to  be  electrified. 


Buses  to  Be  Installed  in  Norway 

Street  car  lines  are  to  be  gradually 
replaced  by  bus  lines  in  Bergen,  the 
second  largest  city  in  Norway,  accord-  a 
ing  to  a  recent  decision  of  the  Board  of 
Aldermen  of  that  city.  Bergen  has  a 
population  of  about  100,000. 


May  26, 1928 


ELECTRIC  RAILWAY  JOURNAL 


875 


Recent  Bus  Developments 


^^^ 


Trolley  Bus  Application  Made  in 
Salt  Lake  City 

The  City  Commission  of  Salt  Lake 
City,  Utah,  has  granted  an  amended 
franchise  to  the  Utah  Light  &  Traction 
Company  which  permits  the  operation 
of  trolley  buses  over  all  its  existing 
lines  within  the  city.  Application  has 
been  filed  by  the  company  with  the 
Public  Utilities  Commission  of  Utah 
for  permission  to  operate  trolley  buses 
specifically  over  what  is  known  as  its 
Fourth  East  car  line. 

If  this  permission  is  granted  ten  buses 
will  be  ordered,  and  it  is  anticipated  that 
operation  on  this  line  will  commence 
about  July  15.  The  trolley  buses  on 
this  line  will  be  operated  on  Main  Street 
from  North  Temple  or  South  Temple 
to  Seventh  South  Street,  east  to  Fourth 
East  Street,  and  south  21st  South  Street, 
in  accordance  with  the  franchise. 

The  proposed  route  is  about  4  miles 
long  and  serves  a  district  that  is  well 
built  up.  The  new  line  is  to  be  so  routed 
that  cars  over  it  will  traverse  the  heart 


of    the    business    district    to 
Capitol. 


the    State 


Cleveland  Suburb  to  Have  Buses 

Authorization  was  given  by  the  City 
Council  of  Cleveland,  Ohio,  recently  for 
the  Cleveland  Railway  to  operate  three 
coach  lines  in  Rocky  River  village,  a 
suburb  8  miles  from  the  center  of  Cleve- 
land and  separated  from  Cleveland  by 
the  city  of  Lakewood.  The  original 
ordinance  drawn  in  the  Council  specified 
a  10-cent  fare  with  free  transfers  to  city 
car  lines  in  Lakewood.  Street  Railway 
Commissioner  C.  M.  Ballou  pointed  out 
that  this  would  simply  add  to  the  losses 
on  the  Lakewood  lines.  Accordingly 
the  ordinance  was  amended  to  permit 
transfers  between  the  bus  lines  but  not 
between  the  buses  and  street  cars. 

At  present  no  buses  are  available,  but 
the  company  next  month  will  have 
twelve  which  are  now  used  in  chartered 
school  service. 


Property  in  South  Bend  Sold 

Operation  of  the  South  Bend  Motor 
Bus  Company  by  a  group  of  five  men, 
including  two  officials  of  the  Chicago, 
South  Bend  &  Northern  Indiana  Rail- 
way was  taken  over  on  May  15.  The 
purchasers  of  the  bus  company's  stock 
are  R.  R.  Smith,  receiver  for  the  rail- 
way; George  R.  Green,  general  super- 
intendent; Alfred  E.  Dietrich,  New 
York  City;  A.  L.  Kitselman,  Muncie, 
and  A.  H.  Plumb,  Emporia,  Kan. 

Directors  in  the  company  are  R.  R. 

,  Smith,  president  and  treasurer ;  George 

|R.  Green,  vice-president  and  secretary, 

and  O.  A.  Small. 

Arrangements  are  being  made  for  the 


exchange  of  transfers  between  the  bus 
and  the  electric  railway  lines. 

Mr.  Smith  said  that  purchase  of  the 
bus  line  as  individuals  was  based  on  the 
confidence  in  the  future  of  South  Bend 
and  in  the  industrial  expansion  par- 
ticularly in  the  western  part  of  the  city 
served  by  the  bus  line.  The  South 
Bend  Motor  Bus  Company  recently 
started  service  to  the  rapidly  growing 
Belleville  industrial  district  in  the  west 
part  of  the  city. 


Knoxville  Company  Rejects 

Demands  of  City 

The  City  Council  of  Knoxville,  Tenn., 
has  passed  a  franchise  granting  the 
Knoxville  Rapid  Transit  Company  the 
right  to  operate  nine  bus  lines  as  out- 
lined by  city  planners.  This  ordinance 
must  pass  second  reading  and  lie  over 
seventeen    days.      The    Rapid    Transit 


Company  then  will  ask  the  state  com- 
mission for  its  approval  of  the  franchise. 

General  Gates  for  the  Knoxville 
Power  &  Light  Company,  in  a  prepared 
statement,  outlined  his  company's  offer 
to  operate  buses  and  to  stand  half  the 
cost  of  Kingston  pike  track  changes.  He 
said: 

We  are  advised  that  the  laws  of  the  state 
prohibit  unnecessary  duplication  of  public 
utility  operations  and  property,  the  result 
of  which  usually,  if  not  always,  comes  to 
be  borne  by  the  consumers  or  patrons  of 
the  utilities. 

In  taking  action  the  Council  rejected 
Power-Light's  reply  to  an  ultimatium 
the  Council  bus  committee  placed  before 
the  company  containing  four  demands : 
first,  that  the  company  relocate  at  its 
own  expense  its  Kingston  pike  line,  and 
maintain  paving  on  the  line  after  the 
city  paved  it ;  second,  to  change  all  other 
tracks  as  recommended  in  the  Bartholo- 
mew transit  survey ;  third,  give  free  bus 
transfers,  or  vice  versa ;  fourth,  grant 
5-cent  fare  to  school  children. 

The  company  has  explained  at  length 
the  economic  and  other  reasons  which 
make  it  impossible  for  it  to  accede  to 
these  demands. 


New  Terms  in  Kansas  City 

Fares  15  cents  on  trunk  lines  under  ordinance  just  passed.    ^563,450 

deficit  after  more  than  two  years  of  operation.    Company's 

memorandum  to  Council  an  interesting  study 


THE  Council  of  Kansas  City,  Mo., 
on  the  night  of  May  21  granted  a 
new  motor  coach  permit  to  the  Kansas 
City  Public  Service  Company  by  a  vote 
of  eight  to  one.  The  plan  of  operation 
that  was  approved  was  about  as  first 
submitted.  It  provides  for  five  trunk 
lines,  one  crosstown  line  and  six  feed- 
ers. The  trunk  line  fare  is  increased 
from  10  to  15  cents,  but  the  crosstown 
fare  remains  at  10  cents. 

Service  Given  Since  1925 

The  present  bus  system  in  Kansas 
City  was  installed  in  the  fall  of  1925 
in  response  to  an  apparent  public  de- 
mand for  such  facilities.  Service  was 
begun  under  the  terms  of  an  ordinance 
dated  April  7,  1925,  and  expiring  June 
7,  1928.  It  was  recognized  at  the  time 
that  the  institution  charged  with  the 
responsibility  of  furnishing  city-wide 
public  transportation  was  the  logical 
one  to  supply  this  additional  service  and 
should  be  required  to  co-ordinate  bus 
service  with  its  existing  facilities.  It 
was  admitted  that  competition  was  un- 
sound and  undesirable,  and  if  bus  serv- 
ice was  to  be  considered,  that  feeder  and 
crosstown  service  was  an  essential  which 
could  best  be  supplied  by  the  railway 
company. 

Due  to  the  uncertainty  surrounding 
bus  transportation,  a  short  term  was 
specified  until  experience  under  actual 
operating  conditions  should  determine 
what  was  best  for  the  company,  the  car 
and    bus    riders,    and    the    city.      The 


franchise  provided  that  a  seat  be  guar- 
anteed every  passenger  and  that  pneu- 
matic tires  be  used. 

On  March  30,  1928,  the  railway, 
through  President  Powell  C.  Groner, 
submitted  to  the  Council  a  report  and 
suggestions  covering  the  present  opera- 
tion of  buses  and  proposed  rerouting 
and  rearrangement  of  the  system.  This 
contained  the  operating  figures  for  the 
two  full  years  operation,  1926-1927, 
and  estimates  for  the  rearranged  system 
based  on  experience  and  believed  to  be 
a  very  close  forecast.  Attention  was 
called  to  the  fact  that  the  trend  of 
expense  will  be  upward,  rather  than 
downward,  inasmuch  as  it  might  not  be 
possible  to  renew  a  very  favorable  tire 
contract  and  that  since  buses  have  been 
in  constant  service  their  maintenance 
expense  will  increase. 

It  was  suggested  that  on  some  lines 
night  service  be  eliminated,  and  on  some 
both  night  and  non-rush  day  service  to 
avoid  expense  out  of  all  proportion  to 
the  patronage. 

Service  Only  Where  Logical 

An  effort  was  made  in  presenting  the 
new  proposal  to  lay  out  routes  which 
would  furnish  service  where  logical  or 
needed,  and  at  the  same  time  furnish 
revenues  which  would  permit  the  system 
to  exist.  There  are  several  places  where 
service  has  been  requested,  but  in  the 
company's  opinion  these  districts  have 
not  yet  reached  the  point  in  population 
where  bus  service,  unless  on  some  sub- 


876 


ELECTRIC   RAILWAY  JOURNAL 


Vol.71,  N 0.21 


LINES  OPERATED  UNDER  OLD 
FRANCHISE 

TRUNK   LINE   SERVICE 

One  Way 
Route  Mileage 

No.  1  Northeast  line 5.01 

No.  2  Benton-Linwood  line ^     « 

No.  3  Armour-Paseo  line ^-  ^2 

No.  4  Warwick  line 6 .  '  8 

^^o.  5  Express  line '15 

FEEDER   SERVICE 

No.  6  Blue  Valley  line 3.00 

No.  7  Leeds  line 7   ,Z 

No,  8  Thirty-ninth  Street  line 5.  48 

No.  9  South  Troost  line 3.00 

*No.  10  Forty-third  Street  line 1 .  23 

*No.  1 1  Rosedale  line 1-40 

♦These  two  lines  have  only  been  in  operation  a  snort 
time.  No.  1 1  being  on  a  60-day  trial  by  agreement. 
Trunk  lines — 10-cent  fare.  Transfers  to  and  from  39th 

Street  crosstown  line  on  payment  of  5  cents. 
Express  line — 25-cent  fare;  1 9i-cent  ticket  fare  good  in 

non-rush  period  only.   No  transfers. 
Feeder  itnes— 10-cent  fare  with  transfer  to  street  cars. 
Tkirty-nintk  Street  line — 10-cent  fare  with  transfer  to 
street  cars.     5-cent  transfer  to  intersecting  bus 
lines. 
Total  number  of  buses  owned: 

Double-deck •  ■  18 

Large  single-deck 40 

Express  buses 5 

Small  single-deck 6 

Total :vv-  *' 

Average  number  of  buses  operated  daily. . .  60 
Total  investment  iu  bus  and  garage  equip- 
ment, exclusive  of  garages $740,98 1 

19::  1927 

Number  passenger-miles  oper- 
ated in  Missouri,  excluding 
Rosedale  and  43rd  Street 
lines  and  special  sight-seeing 
and  chartered  bus  service. .. .   2,456,560     2,606,824 


sidy  basis,  should  be  considered.  The 
company  said  at  that  time  : 

These  suggestions  are  submitted  on  the 
assumption  that  the  Council  will  favor  a 
continuation  of  bus  service  and  that  such 
continuance  will  serve  the  public  interests 
and  is  desired  by  the  people  of  the  city. 
However,  these  suggestions  should  not  in 
any  manner  be  construed  as  an  attempt  to 
forecast  the  determination  by  the  Council 
or  the  public  as  to  whether  or  not  bus 
service  is  desired  after  expiration  of  the 
present  franchise  in  the  coming  June,  or  to 
preclude  a  full  consideration  of  that  ques- 
tion. 

While  the  suggestions  have  been  prepared 
after  ample  study  and  are  believed  to  be 
sound,  an  actual  test  is  necessary  finally  to 
determine  that  question.  We  therefore 
recommend  that  the  rearranged  system  be 
given  a  fair  trial  for  a  reasonable  period 
under  some  form  of  temporary  or  revocable 
license  or  permit,  pending  final  determi- 
nation. 

Bus  service  in  Kansas  City  falls  into 
two  classifications,  namely  trunk  line 
service  run  direct  from  residential  sec- 
tions downtown,  following  the  general 
course  of  railway  lines  and  serving  ap- 
proximately the  same  territory ;  and 
feeder  service,  which  consists  of  feeder 
and  crosstown  lines  with  transfer  privi- 
leges, supplying  transportation  to  outly- 
ing and  unserved  sections  and  connecting 
through  paralleling  street  car  lines. 

As  the  company  saw  it,  the  operation 
of  buses  had  demonstrated: 

1.  That  Kansas  City  presents  operating 
difficulties  which  bus  and  tire  manufactur- 
ers have  not  experienced  previously  and 
which  necessarily  make  operation  more  ex- 
pensive than  in  flat,  level  cities. 

2.  That  feeder  lines  entail  a  heavier  loss 
than  anticipated  and  that  especially  in  non- 
rush  and  night  hours  these  facilities  are 
not  needed  nor  used. 

3.  That  trunk  lines  come  much  nearer  to 
paying  operating  expenses  than  do  the 
feeder  lines. 


4.  That  trunk  line  bus  service  creates 
very  little  new  business  and  that  at  least 
90  per  cent  of  such  patronage  is  taken 
from  the  street  cars. 

5.  That,  determined  by  carrying  capacity 
and  lack  of  short  riding,  47tli  Street  is 
about  as  far  south  as  trunk  line  service 
should  be  operated. 

6.  That  trunk  line  service  guaranteeing 
a  seat  for  every  passenger  and  with  pneu- 
matic tires  cannot  be  furnished  for  a 
10-cent  fare,  except  at  an  actual  operating 
loss. 

Operating   Results 

The  entire  bus  system  has  been  oper- 
ated at  a  heavy  loss  since  its  inception. 
Statistics  of  revenue  passengers  and 
transfer  passengers,  together  with  aver- 
age fare  data,  for  both  Missouri  and 
Kansas,  follow : 


to  sections  remote  from  existing  facilities 
where  the  population  has  grown  sufficiently 
to  justify  it. 

4.  That  night  service,  and  in  some  cases 
non-rush  hour  service,  should  not  be  re- 
quired on  feeder  lines. 

5.  That  transportation  service  should  be 
supplied  where  there  is  a  need  for  trans- 
portation and  not  for  the  purpose  of  busi- 
ness centers  or  real  estate  developments. 

6.  That  where  street  car  facilities  exist 
they  should  be  used  and  duplicate  service 
not  required. 

7.  That  the  new  franchise  or  permit 
should  be  for  a  period  not  exceeding  five 
years. 

8.  That  bus  service  should  be  kept  elastic 
so  as  to  meet  requirements  as  they  arise. 

The  fare  suggested  for  trunk  lines 
was  IS  cents,  with  free  transfers  from 
trunk    lines    to    intersecting    crosstown 


Vear  Revenue  Passengers       Transfer  Passengers  Average  Fare 

1926 5,571,003  987,531  $0.0950 

1927 5,219,703  691,390  0.0977 

^ote — The  above   includes   396,147  revenue  and  405,626   transfer   passengers  carried   on  the  Argentine, 
Kansas  City.  Kan.,  line,  which  was  discontinued  in  November,  1 926. 


Operating  expenses,  revenues  and 
deficit  for  all  operations  both  Missouri 
and  Kansas : 


street  car  lines  north  of  31st  Street  and 
a  5-cent  transfer  to  all  intersecting 
crosstown  bus  lines.    For  feeder  lines  it 


Deficit  Without  Interest  Charges 

Operating  Expenses 

Year                                                                   Revenues    '              and  Taxes  Depreciation  Deficit 

1926 $627,356                     $788,883                     $88,154  $249,681 

1927 594,073                      646,324                      86,674  138,925 

Dbsficit  With  Interest  Charges 

Operating  Expenses 
Year  Revenues        Taxes — Depreciation  Interest  Deficit 

1926 $627,356  $877,038  $70,108  $319,790 

1927 594,073  732,999  71,278  210,204 

The  total  bus  deficit  from  installation  to  Dec.  31,  1927,  was  $617,645. 

Note — The  large  reduction  in  operating  expenses  in  1 927  was  largely  due  to  a  favorable  tire  contract  which 
expires  in  1 928  and  which  there  is  no  assurance  of  renewing. 


These  figures  are  for  all  operations 
both  in  Kansas  and  Missouri,  including 
special  bus  service,  advertising  privi- 
leges, the  Argentine,  Kansas  City,  Kan., 
line  discontinued  in  November,  1926, 
and  the  43rd  Street  and  south  Rosedale 
lines  added  in   December,   1927. 

The  losses  incurred  in  furnishing  bus 
service  necessarily  have  to  be  made  up 
by  the  railway  lines,  already  faced  with 
a  17  per  cent  decrease  in  revenue  since 
1922,  and  a  decrease  continuing  at  a 
rate  of  about  5  per  cent  per  annum. 

The  comparison  between  1922  and 
1927  shows  the  seriousness  of  the  situa- 
tion facing  the  company : 


was  suggested  that  the  fare  continue  as 
at  present  at  10-cents  with  free  transfers 
to  intersecting  or  connecting  street  car 
lines  or  crosstown  bus  lines.  The  fare 
suggested  for  the  39th  Street  crosstown 
was  10  cents  as  at  present,  with  free 
transfers  to  intersecting  or  connecting 
railway  lines  and  with  transfers  to  in- 
tersecting trunk  lines  upon  payment  of 
5  cents. 

The  opinion  was  advanced  by  the 
company  that  1 5  cents  was  not  too  much 
for  a  trunk  line  bus  ride,  based  upon 
its  cost  and  the  service  rendered.  All  the 
territory  in  which  there  is  trunk-line 
bus  service  is  served  by  railway  lines 


Year 

1922.. 

1927.. 


Revenue 

Passengers 

Carried 

Per  Cent 
Decrease 

Passenger 
Receipts 

Per  Cent 
Decrease 

Car-Miles    Per  Cent 
1 ,000          Increase 
Passengers  Car  Service 

136,076,541 
113,542,693 

i6.'56 

$10,213,928 
8,484,611 

16.93 

184 

214               16.3 

The  company  suggested  that  these 
considerations  were  essential  if  a  con- 
tinuation of  bus  service  at  the  expira- 
tion of  the  franchise  seemed  desirable : 

1.  That  the  bus  system  as  a  whole  should 
be  self-supporting. 

2.  That  the  trunk  lines  should  be  routed 
to  give  the  most  direct  and  the  quickest 
service  between  the  residential  and  business 
districts. 

3.  That  feeder  service  should  provide 
crosstown  facilities  and  give  transportation 


and  passengers  have  a  choice  of  service. 
It  was  contended  by  the  company  that 
transfers  should  not  be  given  to  or  from 
trunk  lines,  except  that  the  railway  was 
prepared  to  give  free  transfers  from 
trunk  lines  to  intersecting  crosstown 
car  lines  north  of  31st  Street.  These 
trunk  lines  are  in  addition  to  existing 
facilities,  as  every  district  reached  by 
them  is  served  by  car  lines.  They  are 
operated  to  supply  a  demand  for  a  high- 
class,  seat-for-every  passenger  service. 


May  26,  1928 


ELECTRIC   RAILWAY  JOURNAL 


877 


and  cannot  meet  transfer  requirements. 

The  idea  was  that  feeder  lines  should 
feed  primarily  to  car  lines,  not  bus  lines. 
Street  cars  are  provided  with  sufficient 
capacity  for  all  transferring  passengers. 
There  is  no  intent  or  purpose  to  sup- 
plant them  or  cripple  them  by  taking 
passengers  from  their  territory  except 
where  the  fare  secured  makes  it  reason- 
able so  to  do. 

The  routes  that  were  proposed  were 
laid  out  to  form  insofar  as  possible  to 
the  principles  outlined  in  the  company's 
proposal  and  represented  an  effort  to 
provide  trunk  line  bus  service  through 
heavily  populated  territories,  to  supply 
a  demand  for  luxury  service  and  also 
Ijy  feeder  and  crosstown  service  to  meet 
the  transportation  needs  of  the  city. 

Estimated  Financial  Results 

The  results  of  operation  under  the 
proposed  plan  were  estimated  for  a  year. 
On  the  trunk  lines  a  10  per  cent  de- 
crease in  riding  was  estimated  as  the 
result  of  an  increased  fare.  The  aver- 
age revenues  for  the  feeder  lines  were 
taken  with  the  exception  of  39th  Street 
and  South  Troost,  where  no  changes 
were  made.  Actual  operating  expenses 
were  set  up,  based  upon  the  present 
equipment  and  the  kind  to  be  placed 
upon  each  line. 

From  the  foregoing  it  is  apparent 
that  the  proposed  plan  will  not  make 
the  bus  system  self  supporting.  This 
is  due  to  the  large  amount  of  feeder 
mileage.    It  is  very  doubtful  if  for  years 


STATEMENT  OF  BUS  OPERATION  OF  KANSAS  CITY  PUBLIC  SERVICE  COMPANY  FROM 
INSTALLATION    TO    DEC.    31,     1927,    MISSOURI    OPERATIONS    ONLY 

Total  to 
1925 

Passenger  revenue $  1  24,742 

Special  bus  revenue 75 1 

Advertising 


1926 

1927 

Dec.  31,  1927 

$570,963 
4,601 

$577,483 
14,102 
2,487 

$1,273,189 
19,455 
2,487 

Total  revenue $125,494 


$575,564         $594,073        $1,295,132 


Maintenance  and  operating  expense 

Way  and  structures 

Equipment 


$6,068 
33,195 


$5,537 
197,908 


Total  maintenance. 


$39,264  $203,446 


Conducting  transportion. . . 

Traffic 

General  and  miscellaneous. 
Injuries  and  damages 


97,061 
4,715 

13,920 
5,553 

Total  operating  expense  and  maintenance $160,515 

14,075 
2,071 
8,684 
3,333 


Depreciation 

Taxes 

Interest  on  investment  (8  per  cent  of  actual  costs) . 
Garage  rental ; 


417,602 

4,853 

57,444 

24,875 

$708,221 

80,511 
12,265 
52,625 
12,000 


$9,366 
177,340 

$186,707 

375,400 

4,262 

40,701 

26,648 


$20,973 
408,444 

$429,417 

890,064 
13,831 

112,066 
57,076 


$633,719        $1,502,457 


86,674 
12,604 
59,278 
12,000 


181,261 
26,941 

120,588 
27,333 


Total  maintenance,  operating  taxes  and  fixed 

charges $188,680 

Deficit 


$865,624  $804,277         $1,858,582 


$63,186 


$290,059 


$210,204 


$563,450 


Interest  charges  are  based  on  actual  cost  of  buses  and  garage  equipment  only,  and  do  not  include  the  garage 
building  and  real  estate  or  materials  and  supplies  in  stores. 


illogical  and  unfair,  and  economically 
unsound,  to  require  the  railway^  patron 
to  bear  the  loss  of  providing  a  preferred 
and  more  luxurious  service  to  a  com- 
paratively small  number.  The  demand 
from  a  considerable  number  for  down- 
town transportation  affording  more 
luxury  and  guaranteeing  a  seat  for  every 
passenger  should  be  met,  but  those  avail- 
ing themselves  of  such  service  should 
pay  its  cost.  There  was  no  equity  in 
giving  3  per  cent  of  the  total  passengers 


ESTIMATE  OF  RE.SULTS  UNDER  OPERATION  AS  PROPOSED 


No.  Miles  Revenues 

1.  Linwood-Benton 359,557  $147,274 

2.  Armour-Paseo 335,294  140,219 

3.  Warwick 456,553  123,451 

4.  Broadway 399,900  108,132 

5.  Chestnut 240,365  29,156 

6.  Van  Brunt 201,770  24,474 

7.  39th  Street 312,060  62,755 

8.  43rd  Street 30,690  3,722 

9.  South  Troost 165,780  17,622 

10.  Oak  Street 98,655  11,966 

11.  63rd  Street 92,780  11,254 

12.  South  Rosedale 55,880  6,778 

Total 2,749,284  $686,810 


Operating 

Expenses, 

Depreciation, 

Taxes  and 

Interest 

$134,491 

125,415 

133,582 

119,501 

64,693 

54,307 

92,997 

6,747 

36,458 

26,553 

20,402 

12,288 


$827,438 


Profit 

or 

Deficit* 

$12,782 

14,803 

*10,134 

*  11,360 
*35,538 
*29,837 
•30,242 

*  3,024 
*18,835 
*14,586 

*  9,148 

*  5,509 

*$140,628 


ESTIMATE  OF  RESULTS  UNDER  FULL  EIGHTEEN-HOUR  OPERATION 


Miles  Revenues 

All  routes 2,91 1,450  $724,246 

$38,095  will  be  saved  by  reducing  or  eliminating  service  in  the  hours  not  used. 
Compared  with  present  operations: 


Operating 

Expenses, 

Depreciation, 

Taxes  and 

Interest 

$902,969 


Profit 

or 
Deficit* 
*$178,723 


to  offset  the  bus  losses.  On  that  account 
it  was  suggested  feeder  line  fares  re- 
main as  at  present  and  that  trunk  line 
fares  be  increased  to  meet  the  cost  of 
the  service. 

Bus  Still  in  Its  Infancy 

The  company  believes  bus  transporta- 
tion is  still  in  its  infancy  and  may  be 
considered  in  the  experimental  stage, 
and  expressed  the  opinion  that  the  grant 
either  be  in  the  nature  of  revocable  per- 
mits or  for  a  period  of  not  more  than 
five  years.  This  would  give  sufficient 
stability  to  justify  the  investment  and 
not  unduly  tie  the  hands  of  the  city  or 
the  company.  It  was  suggested  that 
before  any  definite  franchise  or  operat- 
ing agreements  are  entered  into,  the 
lines  proposed  by  the  company  should 
be  put  to  the  test  of  actual  experience 
for  a  short  time,  under  a  temporary  or 
revocable  form  of  license  or  permit. 

Since  the  bus  is  ideally  adapted  by 
its  very  mobility  to  meet  the  shifts  in 
conditions  and  population,  the  company 
recommended  that,  in  the  working  out 
of  this  problem,  the  company  be  not 
"strait-jacketed"  by  hard  and  fast 
provisions  as  to  routes  and  service 
which  might  shortly  become  entirely  out 
of  date,  but  that  a  reasonable  latitude  be 
allowed  for  shifting  existing  lines  and 
extending  or  curtailing  operation  as  con- 
ditions, from  time  to  time  justify. 


Present  mileage  yearly 

Proposed  mileage  yearly 

Deficit  for  1927 

Deficit  as  estimated .■  •  ■  • 

Deficit  with  eighteen-hour  service  on  all  lines. 


Miles 
2,606,824 
2.749,284 
$210,204 
$140,628 
$178,723 


these  feeders  will  pay  operating  costs, 
and  it  is  certain  the  losses  incurred  in 
tliis  operation  will  never  be  recouped. 
In  elucidating  the  general  principles 
covering  bus  operation  which  it  ad- 
vanced, the  company  held  that  the  large 
losses  resulting  from  feeder  lines  should 
be  met,  if  possible,  by  such  profits  as 
the  trunk  lines  on  a  proper  fare  basis 
can   earn.      Its    idea   was   that    it    was 


service  at  the  expense  of  the  97  per  cent 
who  use  street  cars.  In  the  face  of 
constantly  declining  revenues  it  was  ap- 
parent that  if  the  street  cars  were 
continually  called  upon  to  carry  the  bur- 
den of  bus  losses,  as  well  as  non-paying 
car  lines,  the  company's  resources  would 
be  drained  and  its  credit  impaired.  The 
result  would  inevitably  be  either  de- 
creased service  or  an  increase  in  fare 


New  Plans  in  Springfield 

Plans  are  being  made  by  the  Spring- 
field Street  Railway,  Springfield,  Mass., 
to  use  buses  for  private  parties  on  spe- 
cial trips  to  Boston,  New  York,  Provi- 
dence, and  other  points.  General  Man- 
ager Flanders  aims  to  go  strenuously 
after  this  type  of  business  with  the  early 
arrival  of  six  new  buses.  Co-operation 
with  the  Worcester  Consolidated  Street 
Railway's  bus  division  in  this  type  of 
service  is  under  consideration. 

The  Springfield  company  is  also  ar- 
ranging for  bus  substitution  on  the 
Bucham  Bend  line. 


878 


ELECTRIC  RAILWAY  JOURNAL 


Vol.7\,No.2l 


Holding  Company  Issue 
Oflfered 

Details  of  financing  of  Allied  Power  8i  Light 

Corporation    under    which    Stevens    8i 

Wood-Hodcnpyl,  Hardy  merge 

Bonbright  &  Company,  New  York,  is 
offering  for  subscription  at  $105  a  share 
and  accrued  dividends  from  May  15  first 
preferred  stock,  $5  series,  of  no  par 
value  of  the  Allied  Power  &  Light  Cor- 
poration, each  share  of  preferred  being 
accompanied  by  one  share  of  common. 
As  noted  in  the  Electric  Railway 
Journal  for  May  12,  page  785,  Allied 
Power  has  contracted  to  acquire  the 
business,  assets  and  contracts  of  Hoden- 
pyl,  Hardy  &  Company,  Inc.,  and  the 
entire  capital  stock  of  Stevens  &  Wood, 
Inc.,  together  with  substantial  stock  in- 
terests in  Commonwealth  Power  Corpo- 
ration, Penn-Ohio  Edison  Company, 
Northern  Ohio  Power  Company  and 
other  power  and  light  systems. 

The  new  company,  either  directly  or 
through  others,  will  act  in  a  supervisory 
capacity  for  a  number  of  power  and 
light  companies  and  will  supply  engi- 
neering, supervisory  and  financial  as- 
sistance in  connection  with  the  develop- 
ment and  operation  of  these  companies 
and  the  construction  of  additions  to  their 
properties.  It  will  take  a  financial  in- 
terest in  electric  power  and  light  and 
other  companies  through  the  purchase 
of  their  securities  and  will  be  prepared 
to  supply  the  necessary  capital  and  di- 
rection for  the  re-organization  or  con- 
solidation of  properties  of  the  afore- 
mentioned character.  It  will  also  fur- 
nish engineering  services  and  do  general 
construction  work. 

The  proceeds  from  the  sale  of  the 
first  preferred  stock,  together  with  the 
proceeds  from  the  sale  of  preference 
stock  and  common  stock,  will  be  used 
to  acquire  interests  previously  described 
and  for  general  corporate  purposes. 

Based  on  the  earnings  of  Hodenpyl, 
Hardy  &  Company,  Inc.,  for  1927,  ex- 
cluding dividends  and  interest  received, 
and  on  the  earnings  of  Stevens  &  Wood, 
Inc.,  for  1927,  and  adding  dividends  at 
the  rates  paid  during  the  twelve  months 
ending  May  1,  1928,  on  stocks  acquired 
by  the  corporation  and  interest  on  cash 
to  be  presently  realized  at  the  rate  of 
4^  per  cent  per  annum,  the  annual  net 
income  after  expenses  and  taxes  is  com- 
puted to  be  not  less  than  $1,500,000,  or 
more  than  twice  the  annual  dividend  re- 
quirement on  the  150,000  shares  of  first 
preferred  stock. 

This  first  preferred  stock  will  be  fol- 
lowed by  100,000  shares  of  preference 
stock,  $3  series,  and  1,250,000  shares  of 
common  stock.  Upon  the  completion  of 
this  financing  the  securities  owned  by 
the  corporation,  at  present  market 
prices,  together  with  cash  in  its  treas- 
ury, will  amount  to  more  than  $25,- 
000,000. 


B.  C.  Cobb  is  chairman  of  the  board 
of  the  new  company  and  R.  P.  Stevens 
is  the  president.  The  board  of  directors 
is  composed  of  B.  C.  Cobb,  J.  T.  Har- 
rington, vice-president  of  Penn-Ohio 
Edison  Company;  Jacob  Heknia,  vice- 
president  of  Commonwealth  Power  Cor- 
poration; Alfred  L.  Loomis,  vice-presi- 
dent of  Bonbright  &  Company,  Inc.; 
Horace  S.  Scarritt,  vice-president  of 
Bonbright  &  Company,  Inc.;  Ray  P. 
Stevens,  president  of  Allied  Power  & 
Light  Corporation,  and  Landon  K. 
Thorne,  president  of  Bonbright  &  Com- 
pany, Inc. 

* 

Stock  Increase  Proposed 
at  Philadelphia 

A  special  meeting  of  the  stockholders 
of  the  Philadelphia  Rapid  Transit  Com- 
pany, Philadelphia,  Pa.,  will  be  held 
on  June  18  for  approval  or  disapproval 
of  an  increase  of  stock. 

The  proposed  increase  amounts  to 
$5,000,000  preferred.  City  Council  ap- 
proved the  issue  on  March  22,  making 
the  authorized  capital  $65,000,000. 

Proceeds  from  the  sale  of  $5,000,000 
additional  preferred  will  be  used  to  re- 
locate the  Market  Street  subway  tracks 
under  City  Hall,  for  a  bus  terminal  on 
Locust  Street  and  for  a  garage  terminal 
near   the    northern    end    of   the    Broad 

Street  subway. 

♦ 

Net  of  Detroit  Municipal  Lower 

Net  income  of  the  Detroit  Municipal 
Railway,  Detroit,  Mich.,  in  April  was 
$25,225  after  taxes,  charges  and  sinking 
fund  had  been  deducted,  comparing  with 
$75,206  in  April,  1927.  For  the  first 
four  months  this  year  net  income  totaled 
$346,914  against  $589,808  during  a 
similar  period  the  previous  year. 


Far  from  Being  Moribund 

THE  electric  railway  systems  in 
our  cities  remain  vital  necessi- 
ties. They  will  for  years  to  come, 
probably  always,  have  a  real  place  to 
till.  As  the  parking  problem  becomes 
more  and  more  acute  and  the  traffic 
congestion  becomes  greater  we  may 
expect  the  facilities  of  our  street 
transportation  systems  to  be  sub- 
jected to  an  even  greater  strain.  The 
tendency  of  an  increasing  number  of 
people  who  work  in  the  downtown 
districts  to  live  as  far  as  possible 
from  the  noise,  the  dirt  and  the 
confusion  has  unquestionably  been  a 
big  factor  in  supplying  traffic  for  the 
street  cars.  Transportation,  under 
modern  conditions,  becomes  all  the 
time  a  more  vital  phase  of  our  social 
and  economic  life.  Assuredly  the 
street  car  systems  are  far  from  being 
"moribund  industries."  —  Nashville 
Tennessean. 


Stock  of  Pennsylvania  Company 

Offered 

Reinhart  &  Bennet,  New  York,  are 
offering  at  $47.50  for  each  share,  to  yield 
7.37  per  cent,  cumulative  preferred  stock 
of  the  Lackawanna  &  Wyoming  Valley 
Railroad.  The  par  value  is  $50  per 
share.  The  company  owns  properties  in 
Scranton  and  in  Wilkesbarre,  Pa.,  ad- 
jacent to  the  business  centers  of  each 
city.  _ 

Another  Power  Property  for 
Maryland  Interurban 

With  the  approval  of  the  Public 
Service  Commission  the  Chesapeake 
Bay  Power  Company,  a  subsidiary  of 
the  Washington,  Baltimore  &  Annapolis 
Electric  Railway,  Baltimore,  Md.,  has 
bought  the  Severna  Company,  which 
supplies  current  to  Severna  Park  and 
other  settlements  in  Anne  Arundel 
County.  With  the  acquisition  of  the 
Severna  Company  the  Chesapeake  Bay 
Power  Company,  controlling  interest  in 
which,  as  well  as  in  the  railroad,  is  now 
held  by  the  Consolidated  Gas,  Electric 
Light  &  Power  Company,  Baltimore, 
now  controls  the  electrical  service  for 
all  of  Anne  Arundel  County,  Prince 
Georges  County  as  far  as  Laurel  and 
part  of  Montgomery  County,  under  an 
agreement  with  the  Potomac  Electric 
Power  Company.  Washington,  D.  C. 


Successor  in  British  Columbia 

As  a  result  of  the  purchase  of  control 
of  the  British  Columbia  Electric  Rail- 
way, Vancouver,  B.  C,  Canada,  by  Holt, 
Gundy,  Nesbitt,  Thomson  and  Rother- 
mere  interests  the  name  will  be  changed 
to  British  Columbia  Power  Corporation. 
Offering  is  being  made  in  Canada  and 
England  by  Wood,  Gundy  &  Company 
and  Nesbitt,  Thomson  &  Company  of 
1,000,000  shares  of  class  A  stock  of  the 
new  company  at  $60  a  share,  with  bonus 
of  one  class  B  share  for  each  four 
shares  of  A  purchased.  Class  A  shares 
are  preferred  as  to  dividends  up  to  $2 
a  share.  The  directors  include  Sir 
Herbert  Holt,  Lord  Rothermere,  A.  J. 
Nesbitt,  J.  H.  Gundy,  J.  B.  Woodyatt 
and  S.  Godin,  Jr.,  representing  the  new 
interests.  George  Kidd  of  Vancouver 
will  be  president.  The  new  company 
has  a  Canadian  charter. 


Segregation  Before 
Delaware  8C  Hudson  Holders 

Further  progress  in  the  plans  .for 
segregation  of  the  activities  of  the  Dela- 
ware &  Hudson  Company,  New  York, 
is  indicated  in  the  announcement  that  a 
special  stockholders'  meeting  has  been 
called  for  June  26. 

The  purpose  of  this  meeting  is  to 
have  stockholders  authorize  the  board 
of  managers,  at  any  time  not  later  than 
May  8,  1931,  "to  transfer  to  a  new 
corporation  to  be  organized  under  the 
railroad  law  of  the  state  of  New  York 
any   or   all   of   the   railroad  properties 


May  26,  1928 


ELECTRIC  RAILWAY  JOURNAL 


879 


and  stock  of  subsidiary  properties,  boat 
lines,  electric  railways,  motor  bus  lines 
and  hotels  except  any  stock  interest  in 
any  company  engaged  in  the  anthracite 
industry." 

The  consideration,  it  is  explained, 
will  be  "in  cash  or  in  stock,  bonds  or 
other  securities  of  the  purchasing  com- 
pany, as  the  managers  may  approve." 

Thus,  the  D.  &  H.  proposal  is  to  make 


the  present  company  a  holding  concern 
to  own  ail  stock  issues  of  the  railroad 
and  anthracite  company.  By  this  means 
the  railroad  will  obtain  all  legal  powers 
of  a  railroad  organized  under  the  gen- 
eral railroad  act  of  New  York,  whereas 
heretofore  the  D.  &  H.  as  a  railroad  has 
been  limited  to  powers  conferred  by  its 
charter  of  1823  and  subsequent  amenda- 
tory acts. 


More  Passengers  on  Main  Line 

North  Shore  report  for  1927  shows  operating  revenues  increased  over 

1926  but  Skokie  Valley  charges  lowered  net  income. 

Freight  business  satisfactory 


IN  HIS  message  to  the  stockholders 
Britton  I.  Budd,  president  of  the  Chi- 
cago, North  Shore  &  Milwaukee  Rail- 
road, Highwood,  111.,  stated  that  the 
business  of  the  company  for  the  year 
1927  was  the  largest  in  volume  in  the 
history  of  the  railroad.  Gross  operating 
revenue  of  $7,829,592  compares  with 
$7,568,361  for  1926.  On  this  point  he 
says: 

Although  the  increase  is  not  as  great  as 
was  expected  from  the  showing  made  in  the 
early  part  of  the  year  nevertheless  there 
is  reason  for  gratification  in  the  fact  that 
an  increase  was  shown  in  a  year  when  the 
general  business  of  the  country  showed  a 
falling  oiT  from  that  of  the  previous  year. 

The  gross  income  after  deducting  op- 
erating expenses  and  taxes  was  $1,794,- 
405  in  1927,  a  decrease  of  $19,886  from 
the  previous  year.  The  net  income  was 
$496,044  compared  with  $731,427  in  1926. 
These  facts  were  also  disclosed  in  the 
annual  report  for  the  year  ended  Dec. 
31,  1927.  The  decrease  in  the  net  in- 
come was  due  to  the  increased  fixed 
charges  under  a  full  year's  operation 
of  the  Skokie  Valley  Route.  In  the 
previous  year  the  interest  charges  on 
the  capital  invested  in  the  new  railroad 
were  not  charged  against  operation  un- 
til the  opening  of  the  line  in  June,  1926. 
Along  the  entire  23  miles  of  road  new 
municipalities  have  been  created  or  cor- 
porate limits  of  old-established  towns 
and  villages  have  been  extended.  Prac- 
tically the  entire  territory  adjacent  to 
the  railroad  is  now  within  the  corporate 
limits  of  cities  and  villages.  This  sub- 
urban area,  brought  by  the  new  line 
within  a  few  minutes'  ride  of  the  busi- 
ness center  of  Chicago,  embraces  thou- 
sands of  acres  of  highly  desirable  home 
sites,  capable  when  fully  settled  of  hous- 
ing a  large  population.  With  the  com- 
pletion during  the  year  of  arrangements 
with  the  steam  railroads  for  the  inter- 
change of  cars,  a  profitable  carload 
'        freight  business  is  being  developed. 

At  the  beginning  of  the  year  pas- 
■™  senger  rates  were  on  the  basis  of  3 
H  cents  a  mile.  After  application  to  the 
l^fc  Interstate  Commerce  Commission,  au- 
^Bthority  was  granted  to  increase  inter- 
^r state  rates  to  3.6  cents  a  mile  in  March, 
I  1927.  The  intrastate  rates  remained  at 
"  3  cents  a  mile,  but  on  a  further  applica- 
tion to  the  Interstate  Commerce  Com- 
mission an  order  was  issued  Dec.   12, 


1927,  directing  the  company  to  increase 
its  intrastate  rates  to  3.6  cents  a  mile. 
This  order  was  made  effective  on  Jan. 
15,  1928.  The  increase  in  interstate 
passenger  rates  placed  the  company  in  a 
position  to  participate  in  through  inter- 
line passehger  traffic  with  steam  rail- 
roads. As  a  result  arrangements  were 
perfected  through  which  travelers  may 
purchase  tickets  at  North  Shore  stations 
for  any  part  of  the  United  States,  Canada 
and  Mexico  over  any  railroad. 

Passenger  traffic  on  the  main  line 
showed  a  substantial  increase  over  the 
previous  year,  notwithstanding  the  less 
favorable  business  conditions  and  the 
fact  that  in  the  last  four  months  the 
railroad  had  keen  motor  coach  competi- 
tion between  Chicago  and  Milwaukee. 
The  company  carried  on  its  main  line 
a  total  of  10,865,823  revenue  passengers 


INCOME    ACCOUNT    OF    CHICAGO    NORTH 
SHORE   db   MILWAUKEE   RAILROAD 

Operating  revenue: 
Paesenger   and  special   car 

revenue $6,008, 148 

Freight  and  express  revenue.     1 ,388,05 1 
MiBcellaneoufl  revenue 433,392 

$7,829,591 

Operating  expenses: 

Way  and  structures $491,629 

Equipment 458, 1 72 

Power 574,469 

Conducting  transportation.  2,539,792 

Traffic 284,327 

General  and  miscellaneous. .  1,392,475 

5,740,867 

Net  revenue  from  railway  operation $2,088,724 

Net  auxiliary  operating  revenue 68,477 

Net  revenues  from  operations $2,157,201 

Taxes  assignable  to  railway  operation. . . .         420,084 

Operating  income $1,737,1 16 

Non-operating  income 57,287 

Gross  income $1,794,404 

Deductions  from  gross  income 1,298,360 

Net  income $496,044 

'  Statement  of  Surplus 

Surplus,  Jan.  I,  1927 $919,507 

Ada  sundry  adjustments,  net 163,043 

$1,082,551 
Net  income,  Jan.  1  to  Dec.  31, 

1927 $496,044 

Profit  on  sale,  of  real  estate. . . .      333,597 

$829,641 

Dividends  paid 784,083 

45,558 

Surplus,  Doc.  31,  1927 $1,128,109 


in  1927,  compared  with  10,714,458  in 
1926 — a  gain  of  151,365.  The  increase 
was  a  steady  growth  as  there  were  no 
outstanding  occasions  such  as  the  Eu- 
charistic  Congress  the  year  before.  The 
total  number  of  passengers  carried  on 
all  rail  and  motor  coach  lines  was 
19,161,925,  compared  with  19,461,426 
the    previous   year.     The    decrease    of 


Conspectus  of  Indexes  for  May,  1928 

Compiled  for  Publication  in  Electric  Railway  Journal  by 

ALBERT   S.  BICHKT 

EHectrlo  Railway  Engineer,  Worcester,  Mass. 


Latest 

Month 
Ago 

April 
1928 
7.61 

Year 
Ago 

May 
41927 
•7.44 

May 

1927 

144.2 

May 

1927 

227.4 

May 

1927 

201.0 

May 

1927 

206.8 

1927 
93.7 

Since  War 

High 

Low 

May 
1923 
6.88 

Feb. 

1928 

139.5 

March 

1923 

206.8 

May 

1922 

167.4 

March 

M922 

162.0 

*The  three  Index  nurabera 
marked  with  an  asterisk  are 
computed  by  Mr.  Rlcliey,  as 
follows:  Fares  Index  Is  aver- 
age street  railway  fare  in  all 

Street  Railway 

Fares* 

1913  -  4.84 

May 

11928 

7.62 

May 

1928 

140.4 

May 

1928 

229.2 

May 

1928 

202.7 

May 

1928 

210.0 

May 
1928 
7.62 

Sept. 

1920 

247.5 

Sept. 
1920 
232 

July 

1920 

256.4 

June 

1920 

273.8 

Electric  Railway 

Materials* 
1913  -  100 

April 

1928 

140.0 

United  States  cities  with  a 
population  of  50,000  or  over 
except  New  Yprk  City,  and 
weighted  according  to  popula- 
tion. Street  Railway  Materials 
index  is  relative  average  price 
of    materials    (Including    fuel) 

Electric  Railway 

Wages* 

1913  -  100 

April 

1928 

228.8 

April 

1928 

201.2 

t?2l 
206.4 

Am.  Elec.  Ry.  Assn. 

Construction  Cost 
(Elee.Ry.)  1913-100 

used  in  street  railway  operation 
and  maintenance,  weighted 
according  to  average  use  of 
such  materials.  Wages  index 
Is  relative  average  maximum 
hourly  wage  of  motormen,  con- 
ductors  and   operators   on   136 

Enft.  News-Record 

Construction  Cost 
(General)  1913  -  100 

U.  S.  Bur.  Lab.  Stat. 
Wholesale  Commod- 
ities t  1926  -  100 

April 
1928 
97.4 

March 
1928 
96.0 

of  the  largest  street  and  inter- 
urban  railways  operated  in  the 
United     States,     weighted     ac- 

Brads treet 

wholesale  Commod- 
ities 1913  -  9.21 

May  1 

1928 

13.44 

April 

1928 

152.1 

April 

1928 

160.8 

Apr.  30 

1928 

3.872 

Apr.  I 

1928 

13.42 

March 

1928 

151.4 

March 

1928 

161.1 

May  1 

1927 

12.44 

April 

1927 

153.6 

April 

1927 

163.7 

Feb.  1 
1920 

20.87 
July 
1920 

219.2 
July 
1920 

204.5 

July  31 
1920 

11.118 

•June  1 
1921 
10.62 

March 
1922 
138.7 

t9T2 
154.5 

May  31 

1927 

3.051 

cording  to  the  number  of  such 

men  employed  oji  these  roads. 

tThls  index  Is  changed  to  a 

U.  S.  Bur.  Lab.  Stat. 
Retail  Food 
1913  -  100 

base  of  "1926  =  100."  That 
notation  replaces  the  former 
basis  of  "1913  —  100."  Inas- 
much as  the  bureau  has  not 
calculated  the  index  on  this 
new  base  any  further  back 
than  January,  1923,  no  figures 
are  shown  In  this  tabulation 
for  the  high  and  low  points 
since  the  war.  It  is  planned 
to  compute  the  index  on  the 
new  basis  as  far  back  as 
January,     1913.        Until     such 

Nat.  Ind.  Conf.  Bd. 

Cost  of  Living 
1914  -  100 

Steel  Unfilled  Orders 

(Million  Tons) 
1913  -  5.91 

Mar.  31 

1928 

4.335 

March 

1928 

19.72 

March 

1928 

2007 

51.54 

Apr.30 

1927 

3.456 

April 

1927 

18.55 

April 

1927 

1659 

56.15 

Banlc  Clearings 

Outside  N.  Y.  City 
(Billions) 

April 
1928 

19.00 

April 
1928 
1712 

41.14 

Oct. 

1925 

20.47 

Feb. 

1921 

10.43 

t9"l5 

1353 

27.22 

Business  Failures 

Number 
Liabilities  (Millions) 

Jan. 

1924 

2231 

122.95 

time  as  the  bureau  makes 
public  these  figures  for  the 
earlier  years  this  information 
will  be  lacking. 

880 


ELECTRIC  RAILWAY  JOURNAL 


Vol.7  \,N  0.21 


299,501  passengers  on  the  Milwaukee 
and  the  Waukegan  City  Lines,  and  the 
motor  coaches  during  the  latter  months 
of  the  year,  is  accounted  for  by  a  gen- 
eral slackening  in  industrial  activities 
and  considerable  unemployment. 

The  company  operated  13,746,370 
car-miles  compared  with  13,485,302  the 
previous  year  and  1,299,313  bus-miles 
compared  with  1,434,612  miles  in  1926. 
The  car-miles  operated  on  the  Mil- 
waukee city  lines  were  477,615  com- 
pared with   543,207  the  previous  year. 

Freight    Traffic    Increased — New 
L.  C.  L.  Method 

A  satisfactory  feature  of  the  year's 
operations,  was  the  substantial  increase 
in  the  freight  business.  The  freight  and 
merchandise  despatch  business  amounted 
to  843,000  tons,  an  increase  of  186,000 
tons  over  the  year  1926.  The  jncrease 
was  all  in  carload  freight,  a  branch  of 
service  made  possible  by  operation  of 
the  new  Skokie  Valley  route. 

During  the  year  the  company  intro- 
duced a  new  method  of  handling  less 
than  carload  freight,  which  is  known 
as  "ferry  truck  service."  This  service 
consists  of  a  door-to-door  pickup  and 
delivery  in  Chicago  and  Milwaukee. 
Goods  are  loaded  in  a  special  steel  trailer 
at  the  warehouse  of  the  shipper  and  are 
not  touched  by  hand  until  unloaded  at 
the  door  of  the  consignee.  Shipments 
are  handled  in  equipment  developed  on 
the   North   Shore  Line. 

New  track  construction  amounting  to 
16,500  lin.ft.  was  completed  during  the 
year.  The  new  trackage  mainly  con- 
sists of  sidetracks  into  industrial  yards 
to  increase  facilities  fdr  handling  car- 
load freight. 

Concession  Privileges  Valuable 

Concessions  operated  by  the  company 

in  various  .stations  produced  a  gross  rev- 
enue for  the  year  of  $586,351,  compared 
with  $545,453  the  previous  year  and  net 
income  of  $68,934  for  the  year. 

The  "Better  Business  Campaign"  to 
enlist  the  interest  and  support  of  em- 
ployees in  procuring  new  business  for 
the  railroad  was  continued.  A  total  of 
16,654  business  "tips"  was  received 
from  815  employees.  These  "tips"  on 
business  often  result  in  the  development 
of  new  business. 

During  the  •  year  the  company  sold 
$2,500,000,  three-year  5^  per  cent  gold 
notes  to  retire  floating  indebtedness  and 
reimburse  the  treasury  for  expenditures 
made  for  additions  and  betterments. 
Equipment  trust  certificates  to  the 
amount  of  $804,000  were  sold  for  the 
purchase  of  fifteen  steel  passenger  cars, 
two  steel  dining  cars,  one  steel  parlor- 
observation  car,  ten  steel  city  cars  for 
service  on  the  Milwaukee  City  Lines, 
and  two  65-ton  combination  storage 
battery  and  trolley  electric  locomotives. 
First  and  refunding  mortgage  6  per 
cent  gold  bonds  to  the  amount  of  $156,- 
400,  and  $92,300  of  first  and  refunding 
mortgage  5^  per  cent  gold  bonds  were 
acquired  through  the  operation  of  the 
sinking  fund.  During  the  year  $271,- 
000  in  equipment  trust  certificates  were 
retired. 


Holders  at  Milwaukee  Urged 
to  Cotivert  Preferred  Stock 

Holders  of  the  7  per  cent  preferred 
stock  of  the  Milwaukee  Electric  Rail- 
way &  Light  Company,  Milwaukee, 
Wis.,  series  of  1921,  are  being  urged  to 
exchange  that  stock  for  the  6  per  cent 
issue  of  the  company.  There  has  been 
no  formal  call  of  the  7  per  cent  stock 
for  retirement,  but  the  holders,  many  of 
them  patrons  of  the  company,  are  being 
reminded  that  the  stock  is  callable  on 
30  day's  notice  on  any  dividend  date  at 
105  and  dividend.  The  point  is  made 
that  the  6  per  cent  issue  is  not  callable 
except  at  $110  a  share. 

As  part  of  the  program  of  keeping 
stockholders  informed  about  its  affairs, 
the  company  has  recently  reprinted  for 
distribution  among  them  the  series  of 
articles  "Service  First  Is  Milwaukee's 
Transportation  Slogan,"  contributed  to 
the  issues  of  the  Electric  Railway 
Journal  for  Feb.  25  and  March  3,  1928, 
by  Charles  Gordon,  the  editor. 


value  of  the  company's  plant,  less  depre- 
ciation from  original  cost  at  the  rate  of 
30  per  cent  a  year  on  bus  equipment, 
was  barely  $72,300.  When  the  railway 
officials  were  seeking  to  buy  the  coach 
company  for  $500,000  some  months  ago, 
experts  testified  before  the  commission 
for  the  company  that  a  15  per  cent 
annual  depreciation  charge  was  adequate 
and  finally  gained  commission  and  court 
approval  to  make  the  purchase.  The 
Peoples  Motor  Coach  Company  reported 
a  net  income  of  approximately  $14,000 
for  1927,  about  $50,000  lower  than  the 
railway  officials  anticipated  when  they 
made  the  purchase. 


Drop  in  Receipts  in  Kansas  City 

Electric  railway  and  bus  receipts  for 
the  Kansas  City  Public  Service  Com- 
pany, Kansas  City,  Mo.,  for  the  period 
between  Jan.  I  and  May  6  were  $139,- 
034  less  than  the  receipts  for  the  corre- 
sponding period  of  last  year.  There  was 
a  decrease  of  1,444,606  in  street  car  pas- 
sengers in  that  period,  and  an  increase 
of  92,585  in  bus  passengers.  Total  busi- 
ness decreased  4.26  per  cent. 


Value  of  Trolleys  Written  Down 
by  Delaware  8C  Hudson 

According  to  the  Wall  Street  Journal 
the  Delaware  &  Hudson  Company  wrote 
down  the  book  value  of  investments  in 
stock  of  affiliated  companies  approxi- 
mately $7,000,000.  This  is  largely  due 
to  a  reduction  in  book  value  of  stock 
of  United  Traction  Company,  Albany, 
N.  Y.,  from  $12,499,600  to  $7,499,600 
and  a  reduction  in  book  value  of 
stock  of  the  Schenectady  Railway  from 
$2,050,000  to  $1;  These  adjustments 
were  concurrently  debited  to  profit 
and  loss. 

The  Delaware  &  Hudson  Company 
and  New  York  State  Railways,  con- 
trolled by  the  New  York  Central,  own 
equally  the  41,000  shares  of  Schenectady 
Railway  common  stock.  United  Trac- 
tion Company's  stock,  consisting  of 
125,(X)0  shares,  is  owned  entirely  by  the 
Delaware  &  Hudson.  This  company 
controls  the  Hudson  Valley  Railway. 


Increased  Valuation  of  Peoples 
Company  in  Indianapolis 

The  Indiana  board  of  tax  commis- 
sioners has  increased  by  $86,000  the 
valuation  of  the  Peoples  Motor  Coach 
Company,  Indianapolis,  Ind.,  a  subsidi- 
ary of  the  Indianapolis  Street  Railway. 
Its  valuation  has  been  fixed  at  $200,000 
for  tax  purposes  for  1928.  "The  in- 
crease was  made  in  spite  of  a  represen- 
tation by,  the  railway  officials  that  the 


Action  on  Washington  Merger 
Postponed 

Action  on  the  plan  to  merge  the 
Capital  Traction  Company,  the  Wash- 
ington Rapid  Transit  Company  and  the 
railway  lines  of  the  Washington  Rail- 
way &  Electric  Company,  Washington, 
D.  C,  was  laid  aside  definitely  until 
the  next  session  of  Congress  when  the 
Senate  District  committee  decided  on 
May  22  to  appoint  a  subcommittee  to  go 
into  the  question  during  the  summer. 

The  committee  instructed  Chairman 
Capper  to  prepare  a  resolution,  to  be 
introduced  in  the  .Senate  immediately, 
asking  for  a  special  fund  of  $10,000 
with  which  to  employ  experts  to  assist 
the  subcommittee  in  its  study  of  the 
merger  agreement.  It  was  indicated 
that  this  inquiry  will  revolve  principally 
around  the  valuation,  which  has  been 
placed  at  $50,000,000  in  the  merger 
agreement. 

Senator  James  Couzens,  Republican, 
of  Michigan,  is  not  a  member  of  the 
District  committee,  but  was  invited  to 
the  meeting  on  May  22  at  the  sugges- 
tion of  Senator  yandenberg,  because  of 
the  experience  he  had  as  Mayor  of 
Detroit  in  dealing  with  electric  rail- 
way problems. 

The  merger  resolution,  authorizing 
the  railways  to  consolidate  in  accord- 
ance with  the  terms  of  the  agreement 
worked  out,  was  reported  favorably  by 
the  House  District  committee  more  than 
a  week  ago. 

^129,754  Net  in  Buffalo 
for  Quarter 

A  substantial  improvement  was  made 
by  the  International  Railway,  Buffalo, 
N.  Y.,  for  the  three  months  ended 
March  31.  Operating  revenue  was 
$2,804,621  compared  with  $2,706,384  for 
a  similar  period  last  year.  This  im- 
provement, with  a  decrease  of  $147,000 
in  operation  and  taxes  and  an  increase 
of  more  than  $7,000  in  non-operating 
income,  brought  the  gross  income  to 
$489,782.  After  deduction  of  fixed 
charges  there  remains  a  net  income  of 
$129,754  compared  with  a  deficit  of 
$123,167  over  a  similar  period  in  1927. 

The  consolidated  statement  bears  a 
footnote  that  the  1927  figures  include  an 
amortization  charge  of  $83,182.  With 
the  approval  of  the  Public  Service  Com- 
mission this  charge  has  been  discontin- 
ued, effective  Jan.  1,  1928. 


May  26,  1928 


ELECTRIC  RAILWAY  JOURNAL 


881 


Personal  Items 


=flfe^>= 


W.  H.  Burke  President  of 
Southwestern  Association 

W.  H.  Burke,  district  manager  of  the 
Stone  &  Webster  properties  in  the 
Southwestern  district,  was  elected  presi- 
dent of  the  Southwestern  Public  Service 
Association  at  the  meeting  in  Dallas 
May  2  to  May  5.  In  Texas,  Louisiana, 
New  Mexico  and  Mexico  Mr.  Burke 
is  well  known.  In  1925  he  was  ap- 
pointed manager  of  the  Northern 
Texas  Traction  Company  of  Fort 
Worth  and  the  Tarrant  County  Trac- 
tion Company.  Previous  to  that  con- 
nection he  had  been  with  the  Houghton 
County  Traction  Company.  He  has 
been  identified  with  the  Stone  & 
Webster  organization  for  many  years, 
entering   the   statistical   department   of 


W.  H.  Burke 

the  Boston  office  in  1910.  Later  he 
served   in   Dallas. 

For  a  while  he  left  Stone  &  Webster 
management  to  go  to  Milwaukee  and 
assume  the  position  of  manager  of 
the  light  and  power  operations  of  the 
Milwaukee  Electric  Railway  &  Light 
■Company.  In  1915  he  was  back  in 
the  Boston  office  of  Stone  &  Webster 
as  assistant  to  M.  M.  Phinney,  who 
was  vice-president  of  Stone  &  Webster 
Management  Association.  His  next 
move  was  to  Keokuk,  Iowa,  with  the 
Stone  &  Webster  organization. 

Mr.  Burke  was  born  in  Maine.  He 
was  graduated  from  the  University  of 
Maine  in  1906.  After  his  graduation 
he  spent  about  two  years  with  various 
■companies  in  New  York  and  Pennsyl- 
vania on  power  house  and  substation 
•operation   and  maintenance. 


C.  C.  Phares  in  New  Post 
at  Akron 

C.  C.  Phares,  formerly  foreman  at 
the  Brittain  carhouse  of  the  Akron 
property,  has  just  been  appointed  to 
the  superintendency  of  the  Akron  gar- 
ages of  the  Northern  Ohio  Power  & 
Light   Company. 


Mr.  Phares  was  born  at  Oilman, 
W.  Va.  After  he  left  school  Mr.  Phares 
was  in  the  lumber  business  for  eight 
or  ten  years.  He  was  a  member  of  the 
54th  Artillery  from  Boston  in  the  World 
War,  and  was  over  seas  for  six  months. 
When  he  returned  to  Akron  he  entered 
the  employ  of  the  International  Har- 
vester Company,  and  served  that  com- 
pany more  than  nine  years  as  a  foreman. 

For  two  years  prior  to  his  recent 
appointment  he  was  in  charge  of  main- 
tenance for  the  Zeno  Transportation 
Company,  now  included  in  the  system 
of  the  Northern  Ohio  Power  &  Light 

Company. 

♦ 

P.  J.  Farrell  Named  to  I.C.C. 

President  Coolidge  has  sent  to  the 
Senate  for  approval  the  name  of  Pat- 
rick J.  Farrell  for  appointment  to  the 
Interstate  Commerce  Commission.  The 
nomination  is  regarded  as  being  based 
on  his  long  and  successful  service  with 
the  commission.  Mr.  Farrell  has  been 
arguing  cases  before  the  Supreme  Court 
for   the   commission   for   twenty  years. 

Mr.  Farrell  was  born  in  Stanstead, 
Quebec,  in  1861.  He  received  his  for- 
mal education  at  Wells  River  and  New- 
port, Vt.,  but  private  study  was  his  chief 
means  of  advancement.  In  1880  he  was 
a  clerk  for  the  Connecticut  &  Passumpsic 
River  Railroad  at  Newport,  Vt.,  later 
filling  the  positions  of  train  dispatcher, 
station  agent  and  passenger  train  con- 
ductor for  the  road.  He  began  to  study 
law  in  1884  and  was  admitted  to  the  bar 
and  became  a  railway  postal  clerk  in 
1887.  He  resigned  as  chief  clerk  of  the 
Railway  Mail  Service  with  headquarters 
at  Boston  in  1889  and  formed  a  law 
partnership  with  C.  A.  Prouty,  who 
later  became  an  Interstate  Commerce 
Commissioner. 

Mr.  Farrell  became  treasurer  of  the 
Orleans  Trust  Company  when  it  was 
organized  at  Newport  in  1891.  He  was 
the  commission's  first  chief  examiner 
and  as  head  of  the  law  division  held  the 
office  of  solicitor  for  several  years.  He 
was  appointed  chief  counsel  in  charge 
of  all  legal  matters,  including  those  of 
the.  Bureau  of  Valuation,  in  1918. 

Mr.  Farrell  would  succeed  John  J. 
Esch,  now  serving  under  a  recess  ap- 
pointment. 

♦ 

Patrick  H.  Moynihan,  since  1921 
a  member  of  the  Illinois  Commerce 
Commission,  was  appointed  chairman 
of  that  body  May  10  by  Governor  Len 
Small,  succeeding  David  H.  Jackson, 
who  resigned  April  25  at  the  request 
of  the  state  executive. 


Ray  Baumgardner  has  become  direc- 
tor of  public  information  for  the  Central 
and  Southwest  Public  Utilities  Com- 
pany. In  this  work  he  succeeds  the  late 
George  McQuaid. 


J.  P.  Griffin  Honored  by 
Southwestern  Association 

James  P.  Griffin,  vice-president  in 
charge  of  all  operations,  Texas  Electric 
Railway,  Dallas,  Tex.,  was  elected  chair- 
man of  the  railway  section  of  the  South- 
western Public  Service  Association  and 
vice-president  of  the  association  itself 
at  the  meeting  in  Dallas  May  2 — 5.  Mr. 
Griffin  went  to  Dallas  23  years  ago  with 
J.  F.  Strickland  as  secretary  of  the 
Texas  Traction  Company,  then  engaged 
in  building  an  interurban  from  Dallas 
to  Sherman.  The  line  was  put  in  oper- 
ation in  1908  and  Mr.  Griffin  served  as 
secretary,  general  passenger  agent  and 
auditor.  Four  years  later  he  became 
secretary  of  the  Southern  Traction 
Company,  then  building  the  interurban 
line  from  Dallas  to  Waco  and  Dallas 
to  Corsicana.  When  these  lines  were 
put  in  operation  in  October,  1913,  Mr. 
Griffin  also  served  as  general  passenger 
agent.  Upon  the  consolidation  of  the 
Texas     Traction     Company     and     the 


James  P.  Griffin 

Southern  Traction  Company,  under  the 
name  of  the  Texas  Electric  Railway  in 
1917,  Mr.  Griffin  was  elected  secretary 
and  general  passenger  agent,  and  in 
1923  he  was  elected  vice-president. 
Effective  July  1,  1926,  he  was  given  the 
title  of  active  vice-president  in  charge 
of  all  operations.  This  change  became 
operative  upon  the  resignation  of  Burr 
Martin,  vice-president  and  general  man- 
ager because  of  ill  health. 

Mr.  Griffin  was  born  at  Waxahachie, 
Tex.,  in  1881.  He  was  graduated  from 
the  high  school  there  in  1900  and  took 
special  work  at  the  University  of  Texas 
in  1903.  His  first  railway  experience  was 
at  Waxahachie  in  the  general  freight 
and  passenger  office  of  a  subsidiary  of 
the  Southern  Pacific. 


Thomas  Stanion,  who  was  in  charge 
of  public  relations  with  the  St.  Louis 
Public  Service  Company,  St.  Louis,  Mo., 
has  resigned  to  accept  a  position  with 
the  sales  department  of  the  Mutual 
Benefit  Life  Insurance  Company,  New 
York  City.  He  will  be  located  at  225 
Broadway.  Mr.  Stanion  has  been  asso- 
ciated with  the  St.  Louis  utility  since 
the  company  was  formed  as  the  suc- 
cessor to  the  United  Railways. 


i 


882 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.21 


Men  Promoted  at  Providence 
Long  with  Property 

R.  Roscoe  Anderson,  Joseph  A.  Lock- 
hart  and  James  A.  Hackett  have  taken 
on  their  new  duties  with  the  United 
Electric  Railways,  Providence,  R.  I.  The 
announcement  of  their  appointments  was 
referred  to  in  Electric  Railway  Jour- 
nal, issue  of  April  28,  1928. 

Mr.  Anderson,  who  has  been  promoted 
to  the  post  of  general  superintendent 
of  operations,  has  been  superintend- 
ent of  transportation  since  1907.  At 
that  time  he  succeeded  Samuel  Riddell, 
who  was  made  general  manager  of  the 
Chicago,  South  Bend  &  Northern  Indi- 
ana Traction  Company.  Mr.  Anderson 
entered  the  service  of  the  Rhode  Island 
Company  in  1894  as  a  clerk,  reporting 
to  A.  T.  Potter,  who  at  that  time  was 
general  manager  of  the  company  but 
later  became  vice-president.  When  Mr. 
Potter  became  vice-president  Mr.  An- 
derson became  chief  clerk  in  the  office 
of  the  superintendent  of  transportation. 
Mr.  Anderson  was  born  in  Utica,  N.  Y., 
55  years  ago.  He  has  lived  in  Provi- 
dence practically  all  his  life. 

Joseph  A.  Lockhart,  who  has  taken 
on  the  duties  of  assistant  superintendent 
of  transportation,  has  been  an  employee 
of  the  United  Electric  Railways  for 
about  23  years.  Early  in  his  career  he 
was  in  charge  of  the  North  Main  Street 
carhouse  and  during  the  first  years  of 
his  employment  worked  in  various  ca- 
pacities. Twenty-one  years  ago  he  was 
assigned  to  the  claim  department  and 
for  fifteen  years  was  assistant  to  Charles 
E.  Redfern,  general  claim  agent.  Be- 
fore he  went  to  Providence  he  was  divi- 
sion superintendent  of  the  Newport-Fall 
River  Street  Railway  under  E.  P.  Shaw. 
This  was  a  small  company  but  Mr. 
Lockhart's  duties  were  many.  In  addi- 
tion to  his  managerial  work  he  was  pur- 
chasing agent,  had  charge  of  the  power 
station,  the  track  work  and  the  line  re- 
pairs, the  employees  of  these  divisions 
being  subject  to  his  direction. 

Mr.  Hackett,  who  becomes  supervisor 
of  traffic,  has  been  employed  by  the 
United  Electric  Railways  for  39  years, 
working  during  that  period  of  time  as 
hill  boy,  horse-car  driver,  motorman, 
inspector,  chief  inspector  and  super- 
visor of  traffic.  Mr.  Hackett  has  lived 
in  Providence  all  his  life.  He  was  born 
there  on  June  13,  1873. 


Obituary 


Ernest  Hatton,  who  retired  two 
years  ago  from  the  post  of  general  man- 
ager and  engineer  of  the  Newcastle-on- 
Tyne  Corporation  Tramways  after 
21-years'  service,  died  on  April  26.  He 
had  rendered  notable  services  in  regard 
to  extension  of  the  Newcastle  tramways 
in  the  starting  and  carrying  on  of  the 
large  municipal  bus  undertaking.  At 
one  time  he  took  a  prominent  part  in  the 
two  British  tramway  associations'  pro- 
ceedings. 


Manufactures  and  the  Markets 


^^^ 


A.E-R.A*  Exhibit  Committee  Makes 
Space  Assignmients 


SPACE  was  assigned  at  the  meeting 
in  Cleveland,  May  16,  by  the  exhibit 
committee  of  the  American  Electric 
Railway  Association  to  176  exhibitors 
for  the  47th  Annual  Convention  which 
will  take  place  in  that  city,  September 
22nd  to  28th  inclusive.  An  assignment 
of  102,170  net  square  feet  of  space  was 
disposed  of,  this  exclusive  of  any  track 
space  for  the  display  of  street  cars. 
The  space  demand  has  exceeded  all  ex- 
pectations, according  to  Fred  C.  J.  Dell, 
director  of  exhibits. 

"The  exhibit  of  the  American  Elec- 
tric Railway  Association  has  grown  in 
size  each  year.  Likewise  has  the  asso- 
ciation added  to  its  membership  roster 
and  convention  registration."  said  Mr. 
Dell,  in  commenting  on  the  recent 
meeting. 

A  list  of  the  manufacturer  member 
companies  which  will  exhibit,  together 
with  the  spaces  to  be  occupied  follows : 


O.  M.  Edwards  Company 67 1 

Electric  Railway  Improvement  Co —  330  and  331 

Electkic  Railway  Journal 101 

Electric  .Service  Supplies  Company . .  202  and   203 

Electric  Traction 103 

Erie  Malleable  Iron  Company 625 

Federal-Mogul  Corporation 519 

Feralite  Corporation 629 

Ferodo  &  Asbestos,  Inc 421 

FitzJohn  Manufacturing  Company.  .  402  and  403J 

Four-Way  Lock  Company 668 

Fuller  &  Sons  Manufacturing  Co. . . .  424 

General  Electric  Company 113 

General  Motors  Truck  Company ....  412-413-414- 

415-416-417 
-4I&-419 

A.  Gilbert  &  Sons  Brass  Company. ...  679 

Glidden  Company 449  and   IJof 

451 

Globe  Ticket  Company 233 

W.  S.  Godwin  Company 125 

Gold  Car  Heating  &  Lighting  Co 234 

Graham  Brothers 420 

Gramm  Motors,  Inc 659 

Griffin  Wheel  Company 106 

Guide  Motor  Lamp  Company 685 


Name 

Adams  &  Westlake  Company 

Ahlberg  Bearing  Company. . ._ 

Aluminum  Company  of  America 

American  Brake  Materials  Corpora- 
tion  

American  Brake  Shoe  &  Foundry 
company 

American  Brass  Company 

American  Car  &  Foundry  Company. . 

American  Car  &  Foundry  Motors 
Company 

American  Crucible  Products  Company 

American  Steel  &  Wire  Company 

Anaconda  Copper  Mining  Company 

Anderson  Brake  Adjuster  Company. . 

Arco  Company 

Art  Rattan  Works 

Association  of  Manufacturers  of 
Chilled  Car  Wheels 

Baldwin  Locomotive  Works 

Bender  Body  Company 


Bendix  Brake  Company. . . 
Bethlehem  Steel  Company . 


Binks  Spray  Equipment  Company.  .  . 

Robert  Iif»sch  Magneto  Company. . . . 

Bragg-Kliesrath  Corporation 

J.  GTBrill  Company 

Brown-Lipe  Gear  Company 

Budd  Wheel  Company 

Biu  Age 

Bus  Transportation 

C.  G.  Spring  &  Bumper  Company. . . . 

Canadian  Cleveland  Fare  Box 
Company 

Philip  Carey  Company 

L.  C.  Chase  &  Company 

Cheatham  Electric  Switching  Device 
Company 'A' ' ' 

ChilUngworth  Manufacturing  Com- 
pany  

Chilton  Class  Journal  Company 

Christensen  Air  Brake  Company 

Clark  Equipment  Company 

Cleveland  Fare  Box  Company 

Cleveland  Frog  &  Crossing  Company 

Cleveland  Pneumatic  Tool  Company 

Collier,  Barron  G.,  Ino 

Collier  Construction  Company 

Consolidated  Car  Heating  Company 

Continental  Motors  Corporation 

Cowdrey  Brake  Tester  Organization  . 

Crew  I^vick  Company 

Curtin  Howe  Corporation 

Dayton  Mechanical  Tie  Company. . . . 

De  Luxe  Products  Corporation 

DeVilbiss  Company 

C.  L.  Downey  Company 

Eagle-Ottawa  Leather  Company 

C.  I.  Earll 

Eberhard  Manufacturing  Company. . 

Eclipse  Railway  Supply  Company. . . 

Ecbnomy  Electric  Devices  Company 


Booth  No. 
604 

605  and  606 
141 

277 

249 

i  of  205 
i  of  120 

618  to  623 

310 

206 

i  of  205 

232 

498  and  499 

404 

2I0A 
208A 
600  to  603 

inclusive 
407 
283  to  289 

inclusive 
425  and  427 
617 
406 

i  of  120 
437 
480 
520 
102 
5l3aDd5l4 

663 

258  and  260 

405 

263 

616 

502 

423 

607 

664 

278-279-280 

452 

104 

311 

1 1 8  and  1 1 9 

497 

i  of  663 

492 

225 

257  and  259 

454 

500 

666 

i  of  501 

615 

627 

248 

Porton  of  116 


Hale  &  Kilburn  Company 

Hannum  Manufacturing  Company.  . 
Haskelite  Manufacturing  Confpany.. 

Hercules  Motors  Corporation 

Heywood-Wakefield  Company 

Hunt-Spiller  Manufacturing  Co 

Hyatt  Roller  Bearing  Company 

Hynson  Westcott  &  Dunning 

Illinoie  Motive  Equipment  Co. .... . 

International  Motor  Company 

International  Register  Company .  . .  , 
International  Steel  Tie  Company..  .  , 


Irving  Iron  Works  Company. 


215-216-217 
631 
401 
495 
206A 
408 

633  and  635 
332  and  333 
121 

440-442-444j 
127 

300  to  309, 
inclusive 
684 


Johns-Manville  Corporation 411 

Johnson  Fare  Box  Company 652 

R.  F.  Johnston  Paint  Company 123  and  124 

Kelton  Aurand  Manufacturing  Co.. .  426 

Lang  Body  Company 447 

Leece-Neville  Company i  of  624 

Lorain  Steel  Company 207  and  208 


MacDonald  Mantlfacturing  Company 
Mack-International     Motor     Truck 

Corporation 

Mack  Motor  Truck  Company 

Mack  Trucks,  Inc 

Malleable  Screw  Products  Company. . 
Manganese  Steel  Forge  Company. .  . . 

Martindale  Electric  Company 

Massillon  Steel  Casting  Company. .  . . 

Jas.  H.  Matthews  &  Company 

McGill  Metal  Company 

Metal  &  Thermit  Corporation 

Money-Meters,  Inc 


681  and  682 

441-443-445 
446 
439 
335 
295 
312 
489 
667 
409 

324  to  329. 
inclusive 
122 


Nachod  &  V.  S.  Signal  Co.,  Inc 262 

National  Brake  Company,  Inc 610 

National  Carbon  Company 226  and  228 

National  Cash  Register  Company. ...  611  and  6 1  2 

National  Malleable  &  Steel  Castings. .  465 

National  Pneumatic  Company 107-109-111 

National  Railway  Appliance  Company  Portion  of  1 1  7 

New  Departure  Manufacturing  Co. . .  4  of  624 

Nicliols-Lintern  Company 672 

Norma-Hoffmann  Bearings  Corpora- 
tion   613-614 

North  East  Electric  Company 608  and  609 

R.  D.  Nuttall  Company 110 

115 

250    to    256, 
inclusive 
410 

i  of  219 
i  of  219 
204 
223  and  224 


Ohio  Brass  Company 

Ohmer  Fare  Register  Company. 


Oil  Jack  Company,  Ino 

Okonite  Callender  Cable  Company. 

Okonite  Company 

Pantasote  Company,  Inc 

Percy  Manufacturing  Company, . .  . 


Radel  Leather  Manufacturing  Co.. 

Rail  Joint  Company 

Railway   Ane 

Railway  Materials  Corporation.  . 
Railway  Purchases  and  Stores .... 
Railway  Track-Work  Company. . 


Railway  Utility  Company.. 
H.  H.  Robertson  Company. 


670 
209 
464 

291  and  293 
669 

320  to  323, 
inclusive 
313  and  314 
296 


May  26,  1928 


ELECTRIC  RAILWAY  JOURNAL 


883 


Root  Spring  Scraper  Company 315 

Robs  Gear  and  Tool  Company 626 

Russell  Manufacturing  Company. .  . .  429 

S  K  F  Industries,  Inc 218 

St.  Louis  Car  Company 105 

Safety  Car  Devices  Company 4  of  108 

Safety  Equipment  Service  Company.  637 

Saf-T-Cab  Corporation 422  and  448 

Sattley  Company 1 26 

i'eter  Smith  Heater  Company 338 

Snap-On  Wrench  Company 428 

South  Bend  Lathe  Works.  •. 453  and  455 

Standard  Steel  Works  Company 207 A 

Standard  Underground  Cable  Co 290 

Studebaker  Corporation  of  America.  474-475-476 

Swartwout  Company 264-266 

Texas  Company,  .^ 1 28  and  1 30 

Timken-Detroit  Axle  Company 400 

Timken  Roller  Bearing  Company.  .  .  .  482  and  484 

Tool  Steel  Gear  &  Pinion  Company. . .  Portion  of  II 6 

Tuco  Products  Company 644 

Twin  Coach  Corporation 466  to  473, 

inclusive 

Una  Welding  &  Bonding  Company. . .  336  and  337 

Union  Metal  Manufacturing  Co 65! 

Universal  Lubricating  Company 292  and  294 

Van  Dorn  Coupler  Company 26 1 

Versare  Corporation 660 

Walter  Motor  Truck  Company 4  of  663 

Waukesha  Motor  Company 493 

Weetinghouse  Companies 114 

Westinghouse  Electric  &  Manufactur- 
ing Company 112 

Westinghouse  Traction  Brake  Co.  ...  i  of  108 

William  Wharton,  Jr.,  &  Company. . .  222 

Wheel  Truing  Brake  Shoe  Company. .  282 

White  Company 653  to  658 

Willard  Storage  Battery  Company.  .  .  639 

Wilson  Imperial  Company 1  29 

Alan  Wood  Iron  and  Steel  Company. .  i  of  50 1 

Zenith  Detroit  Corporation 628 

The  following  member  companies 
have  made  application  for  track  space 
upon  which  cars  will  be  shown. 

Cincinnati  Car  Company 

Cleveland  Southwestern  Railway  &  Light  Co. 

Illinois  Traction  System 

St.  Louis  Car  Company 


Rubber  Institute  Organized 

Manufacturers  of  rubber  goods  in 
America  will  be  placed  on  a  sound 
economic  basis  and  the  present  finan- 
cial stringency  within  the  industry  will 
be  removed  if  the  Rubber  Institute,  or- 
ganized in  New  York  City  on  May  23 
by  a  group  of  leading  manufacturers, 
achieves  its  purpose.  Gen.  Lincoln  C. 
Andrews,  former  Assistant  Secretary  of 
the  Treasury  in  charge  of  prohibition, 
will  be  director  general,  and  every  rub- 
ber manufacturer  in  the  country  has 
been  invited  to  become  a  member. 

The  institute  will  attempt,  it  is  said, 
to  eliminate  overproduction.  It  will 
make  a  study  of  import  laws  on  crude 
rubber  and  trading  methods.  It  also 
will  study  scientific  manufacturing 
methods  and  the  means  of  eliminating 
waste. 

General  Andrews  is  well  known  among 
electric  railway  men.  He  has  been  re- 
ceiver of  the  New  York  &  Queens 
County  Railway,  Long  Island  City,  since 
1923.  For  two  years  previous  he  was 
chief  executive  officer  of  the  New  York 
Transit  Commission.  In  1925  he  was 
made  assistant  secretary  of  the  United 
States  Treasury,  succeeding  Eliot  Wads- 
worth,  Boston,  resigned. 


Final  Specifications  Twin 

City  Cars 

Information  received  subsequent  to 
the  publication  of  specifications  on  the 
25  new  cars  for  the  Twin  City  Rapid 
Transit  Company  in  the  March  31,  1928, 


issue  of  the  Journal  indicates  several 
revisions  of  the  previously  published 
specifications.  The  cars  are  single-end 
and  are  equipped  with  four  GE-258K 
motors.  The  total  weight  is  28,038  lb. 
and  is  divided:  Body  12,100  lb.;  trucks, 
8,200  lb. ;  equipment,  7,738  lb.  The  door 
engines  are  furnished  by  Consolidated 
Car  Heating  Company. 
♦ 

Oklahoma  Improvements 

Under  Way 

Oklahoma  Railway,  Oklahoma  City, 
Okla.,  is  expending  about  $14,000  in 
improvements  on  its  Seventeenth  Street 
station.  Work  on  its  industrial  freight 
line,  details  of  which  were  given  in  the 
March  10  issue  of  the  Journal,  to  cost 
approximately  $1,250,000,  is  progressing 
rapidly.  Construction  of  a  new  bus 
building  and  shops,  south  of  Exchange 
Avenue,  will  be  started  soon. 


Hand    brakes Peacock    stafflees 

Heaters,  Consolidated  Car  Heating  Company,  electric 

Headliglits Golden  Glow 

Headlining Agasote 

Interior  trim Mahogany 

Journal  bearings Timken  roller 

Joiu-nal  boxes Brill 

Lamp  fixtures.  .Dome — Graybar  Electric  Company 

Motors. Six  Westinghouse  340-P,  inside  hung 

Painting  scheme Orange  and  cream 

Roof  material Poplar,  canvas  covered 

Safety  devices Safety  Car  Devices  Company 

Sash  fixtures National  Lock  Washer  Company 

Seats Hale-Kilburn 

Seat  spacing 29i  in. 

Seating    material Cletan    leather 

Slack  adjusters Brill 

Steps Stationary 

Step    treads Kass    and    treadle    door 

Trolley  catchers Ohio  Brass 

Trolley     base Nuttall 

Tr.'lley  wheels 0-B,  Feist  patent 

Trucks Three      Brill.      68-E-2 

Ventilators Nif-hQls-Lintern,  low  type 

Wheels,  type Rolled  steel,  26-in.  diameter 

Wheelguards  or  fenders H-B   type 


Osborne  Re-elected  Chairman  of 
Industrial  Board 

National  Industrial  Conference  Board 
at  its  twelfth  annual  meeting  re-elected 
,  o  M  T  Loyall  A.  Osborne,  president  of  the 
Japan  Railway  to  Improve  Westinghouse  Electric  International 
Japanese  Government  Railways,  To-  Company,  as  chairman  of  the  board  for 
kyo,  Japan,  will  e.xpend  $85,195,500  dur-  the  ensuing  year.  .,  „  , 
ing  1928  on  railway  improvements,  Fred  I.  Kent,  a  director  of  the  Bank- 
including  electrification,  improvement  of  ers  Trust  Company,  was  re-elected 
stations,  installation  of  heavier  rails  and  treasurer  of  the  Conference  Board;  and 
work  on  tunnels.  About  $25,780,000  the  following  vice-chairman  were 
will  be  spent  on  the  construction  of  new  elected :  Charles  Cheney,  president  of 
railway  lines.  Cheney    Brothers,    South    MaJnchesstetr, 

• Conn. ;  Irenee  du  Pont,  chairman  of  the 

Twenty.five  Articulated  Cars  finance  committee  of  E.  I.  du  Pont  de 
'  Nemours     &     Company;     Wilmington, 
for  Cleveland  Del.;    Herbert   F.    Perkins,    first   vice- 
Cleveland  Railway,   Cleveland,  Ohio,  P-'^^'^^"*  °^p*^  International  Harvester 
will    receive    in    June    25    articulated  Con^Pany,  Chicago,  111.,  and  George  S 

three-truck,    city-type   cars    now   being  ?Y/"'a/i?'  A.f   .      r         ^^P°''^'°" 

built  by  th;  G.  C.  Kuhlman  Car  Com-  ^ott^n  Mills    Atlanta,  Ga. 

pany,   Cleveland,   Ohio.     The  cars  are  ^he  executive  committee  for  the  en- 

c       I                   •     1        J            .,.•            J  suing  year  will  be  composed  of  the  lol- 

for  two-man,  single-end  operation  and    ■      ■*'  ^     wtw  ™  r^   -a  \a    :„   „u„; 

seat  104  nassenpers      Thev  are  101   ft  'owing:     William  D.  Baldwin,  chairman 

^11       e   passengers,     ihey  are  101  ft  ^^  q^j^  Elevator  Company,  A.  Farwell 

76  080  1b                                            ^  ^^'"'^'    chairman    of    Bemis    Brothers 

The  hndie^  arp  of  thp  all  «tpp1   tvnp  Bag  Company,  Boston,  Mass. ;  Cornelius 

1  he  bodies  are  of  the  all-steel  type  p    j^  „        president  of  Anaconda  Cop- 

with  arch  roofs.    They  are  finished  with  y^^J     Company;     William     H. 

an  orange  and  cream  color  scheme.  The  ^j^^^,     j^.f  president  of  General  Chem- 

intenor  trim  is  mahogany  and  the  seat-  j^^j  CompaAy,  as  well  as  the  officers, 

ing  material  is  leather.     Ihe  motor  re-  r     j> 

sistances    are   utilized   for   heating    the  • 

front  section  in  addition  to  the  standard  _         i    c        •£       •         t         j 

heating  units.  Complete  specifications  are  Seattle  Specifications  Issued 

given  below.  Seattle     Municipal     Street    Railway, 

Weights:  Seattle,  Wash.,  has  issued  specifications 

Trick^^.' .'.".■.■.'.■.■.■.•.■.■.■.'.■::;;::::::::. 1 9:620  lb!  on  the   lOO  cars  to  be  purchased  from 

Equipment.!!!!!!!!!!!!!!!!!!!!!!!!] M]25a  lb!  the   St.   Louis   Car   Company,  as  men- 

BoTs°ter'cenlersV.!!!!!!!!!!!!!!!!!!!-37f'':'''6'  in!  tioned  in  the  April  28  issue  of  Electric 

Length  over  all 101  ft.  RAILWAY   JOURNAL. 

T?S?k^'Kba'?e''.r'.^■!! !!!!!!!!!!  Vn.    iMS!  The  cars  are  to  be  of  the  one-man. 

Width  over  all 8  ft     4}  in.  two-man,    single-end    type.      Each    car 

wlLtV^LUCadng. ''"":::!!!!:!!  '""■  mt  win  be  built  with  straight  sides,  round 

Doors Center  and  end  ends,  arch  roof,  platform  floor  on  the 

ra  ^  ■  yf-^:^^j^^^-^\f,--;^^-^:^^y^-^-^-^^^^  samc  level  as  body  floor  with  3-in.  ramp, 

Armature  bearings Hain  open  bulkheads,  double  sash — top   sasH 

Car^lignai'system.!!!!!!!!!!!!!!!!!!!!!.'!!!!!..".  to  be  stationary,  lower  sash  to  raise— 

Consolidated  Car  Heating  Company  and   folding   doors   at   front   right   and 

Compressors Westinghouse  DH-25  ^          •    w 

Conduit ; Duratube  center  right. 

Control.. .................. — HL  There  are  to  be  eighteen  windows  on 

Curiam  fixtures National  Lock  Washer  Company  .,         ,   .,                 °   ,    r        .                   .,_ 

Curtain  material Fabrikoid  One  Side  of  the  Car  and  fourteen  on  the 

Destinationsigns.  .............    Hunter  other,    all    equipped   with    double   sash. 

Door  mechanism,  Consohdated  Car  Heating  Company  .                ,      .       i                          .•                 i         ..i 

Doors Folding  and  sliding  top  sash   to  be  one  continuous  length. 

Energy   saving  device Economy   meter  Each  set  of  doorS  is  tO  have  a  4-ft.  6-in. 

Fare     boxes Cleveland  .                ,   •      ,      ,       ,                        •           i     r *. 

Finish G.M.F.  opening  and  is  to  be  hung  on  pipe  shaft 

Floor  covering Kass  treads  in  aisles  ball  bearing  hinges  bolted  in  place.   The 

Gears  and  pimons Nuttall  heuoal  ...           ,  .°          °                    ,         ^  .             ,  - 

Glass Protei  joining    hinges    are    to    be    reist    self- 


1 


884 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.21 


lubricating  No.  372  on  the  center  and  type  Twin  Coaches  and  has  ordered  two 

373  on  the  front.  more   coaches    from    the   Twin    Coach 

The  dosed  side  of  the  car  is  to  be  Corporation, 

fitted  with  fourteen  cross  seats  and  one  ^f^^^^,^^^      Electric      Company, 

longitudinal  seat  and  the  opposite  s.de  ^y^^f^J'^^^    Canada  has  purchased 

to  be  fitted  with  seven  cross  seats,  one  vvmnipeg,  ividii    v^dudu^,         y 

longitudinal  seat  and  one  folding  con-  two  more  coaches  from  the  Twin  Coach 

ductor  seat.     The  rear  is  to  have  two  Corporation, 

stationary  seats  and  one  folding  seat.  Chicago,    South    Shore    &    South 

Specifications  for  these  cars  are  given;  Bend   Railroad,   Michigan   City,   Ind., 

below:  has  ordered  two  more  80-ton  Baldwin- 
Type  of  unit..  One-man,  two-man;  motor;  passenger  Westinghouse  electric  locomotives,  to  be 
Numberof  seata "''^r^.  .'°.'.=.'°"*"''.  '^"5^  delivered  in  the  fall. 

Ltg'fhre?'Si.-.-.;;-.::-.:-.-.-.-.v.:-.:-.-.".::47ft.oin:  quincy  street  railway,  Quincy, 

Truck  wheeibaae 5  ft.  4  in.  J]]     j^^s  been  granted  a  permit  to  oper- 

S?gW,7S?^troUeyb««:.V.-.V.-.-.-.V.V.-.i2ft.8ln:  ate  buses  to  Public  Square  and  Soldiers' 

Window  poet  spacing 28i  in.  Home 

S(xly Semi-steel 

Ro°''- rw.r .nA'nl}  Illinois   Power  &  Light  Corpora- 

Doors Center  and  end  t,i       ,                     i          j    r   .<^ 

Airbrakes Westinghouse  variable  load  TION,    Chicago,    III.,   has   purchased   lOUr 

grj^ai.y.tem.......................^F^ra^y  21  passenger  city  type  Yellow  buses. 

asSe'v .•.•.•.■.■.•:::;::::::::;:;:::.Drawba^  Brooklyn  city  railro.^d,  Brooklyn 

Curtain  material. Pantasote,  pattern X2,  color  74  IVJ.     Y.,    has     added    four    White     Model 

Destination  signs .Hunter  ^(^  t>    t.„__„    ^.    :,„   «-„» 

Door  mechanism National  Pneumatic  5U-B    DUSes   tO    Its   HCet. 

Doors Folding,  one  center  treadle  

Energy  saving  device Economy  meter      — . 

Fare    boxes Johnson    DM-3  TRAPK"    AND    I  TNF 

Fenders.  H-B  Ufe  guard  and  company's  standard      X  K./^«^iv    m^u    L,xi.^i^ 

Finish   Sherwin-Williamfl    enamel '  " 

G^   and"°^nion.V.V.-.V.-.''.'^'...'^'TJS°sr^1  Stark  Electric  Railroad,  Alliance, 

g^rs.;;;;;;:;.\-.\-:::.::;con.oiidated  N?'3M  o'""-  '^  installing  f"  automatic  signal 

HeadJighta  One  O-B  style  z-28645  system  and  new  portable  substations  be- 

K^''""FoWw»ti^or°?i^A"orrE"^2f5  t^'^^n  Canton  and  Alliance. 

wml^rilT": :::::::::::::::::::::: m^S,  pacific  electric  railway,  los  au- 

|uh  fixtures ^'sSicI  &eles,  Cal.,  rs  co-operating  with  the  city 

Seat'spicingV.V.V.V.V.V.'.V.'.V.V.V.'.V.V.'.Mj  in.  of  Long  Beach  in  putting  through  the 

Seating  material ^^'o-B  Pacific  Avenue  extension.    Plans  for  the 

Troiieybase. *!'.'.'.'.'.'.'.'.'.'.'.'.. '..'..'....'..'...U.8.-I5  underpass  of  the  tracks  are  now  being 

Trolley  wheel sj;;,:.  •  •:„;„  \j^  revised.    The  cost  of  the  project  will  be 

Ventilators Sixteen,  small  type  0.1  xt  nr\n     ■           1  •   1.    ii            4        ^u 

Wheels Steel,   26  in.  diameter  about    |142,000    Ul    which    the    City,    the 

^^^^^^^^^^^^^^^^^^^^^^_^  county    and    the    Pacific    Electric    will 

~          ROLLING  STOCK  "''""^^ 


Northern  Ohio  Power  &  Light 
Company,  Akron,  Ohio,  has  just 
ordered  fifteen  more  Twin  Coaches  from 
the  Twin  Coach  Corporation,  Kent, 
Ohio. 

Chicago,  South  Shore  &  South 
Bend  Railroad,  Michigan  City,  Ind., 
has  ordered  ten  all-steel  motor  cars  from 
the  Standard  Steel  Car  Company,  Ham- 
mond, Ind.  The  cars  are  practically 
duplicates  of  the  previous  fleet  put  in 
service  last  summer. 

Cincinnati  Street  Railway,  Cin- 
cinnati, Ohio,  has  ordered  eight  Twin 
Coaches  at  an  approximate  cost  of 
$90,000. 

Illinois  Central  Railroad,  Chi- 
cago, 111.,  has  ordered  ten  suburban  type 
motor  cars  and  ten  trailer  cars  from 
the  Pullman  Car  &  Manufacturing 
Company. 

British  Columbia  Electric  Rail- 
way, Vancouver,  B.  C,  Canada,  will  'le 
asked  by  the  City  Council  to  replace  at 
least  part  of  the  present  new  Westmin- 
ster Street  car  system  with  bus  service. 

Chicago,  North  Shore  &  Mil- 
waukee Railroad,  Chicago,  III.,  has 
received  five  of  the  fifteen  all-steel  cars 
ordered  last  fall  from  the  Pullman  Car 
&  Manufacturing  Corporation. 

St.  Louis  Public  Service  Company, 
St.  Louis,  Mo.,  has  received  four  urban 


SHOPS  AND  BUILDINGS 

New  York,  New  Haven  &  Hart- 
ford Railroad,  New  Haven,  Conn.,  has 
let  a  contract  to  Babor-Comeau  &  Com- 
pany, New  York,  for  the  extension  of 
the  facilities  at  the  Van  Nest  shops, 
New  York  City.  The  work  includes  a 
steel  and  brick  structure  106x375  ft. 
and  will  cost  approximately  $250,000. 

Pacific  Electric  Railway,  Los  An- 
geles, Cal.,  will  construct  new  carhouses 
just  west  of  Loma  Vista  Drive  between 
Seventh    and    Anahaim    Streets,    Long 


MET^AL,  coal  AND   MATERIAL  PRICES 
F.  O.  B.  REFINERY 

May  22, 

Metols— New  York  1 428 

Copper,  electrolytic,  cents  per  lb 14.  275 

Copper  wire,  cents  per  lb 16.5 

Lead,  cents  per  lb 6.  10 

Zino,  cents  per  lb 6.475 

Tin,  Straits,  cents  per  lb 51.5 

Bituminous  Coal,  f.o.b.  Mines 

Smokeless  mine  run,  f.o.b.  vessel,  Hampton 

Roads,  gross  tons 4.  20 

Somerset  mine  run,  f.o.b.  mines,  net  tons. . .  1 .875 

Pittsburgh  mine  run,  Pittsburgh,  net  tons  1.95 

Franklin,  III.,  screenings.  Chicago,  net  tons  1 .  65 

Central,  111.,  screenings,  Chicago,  net  tons. .  1 .  575 

Kansas  screenings,  Kansas  City,  net  tons. . .  2.  50 

MBterlsIs 

Rubber-covered  wire,  N.  Y.,  No.   14,  per 

1,000ft 5.65 

Weatherproof  wire  base,  N.  Y.,  cents  per  lb.  1 7 .  00 

Cement,  Chicago  net  prices,  without  bags. .  2.05 

Linseed  oil  (5-bbl.  lots)  N.  Y.,  cents  per  lb.  10.  7 
White  lead  in  oil  (lOO-lb.  keg),  N.  Y.,  cents 

perlb 13.75 

Turpentine  (bbl.  lots) ,  N.  Y.,  per  gal »0 .  57 


Beach,  Cal.    This  improvement  will  cost 
about  $250,000. 

TRADE  NOTES 

H.  R.  Sykes  has  been  appointed  man- 
ager of  the  locomotive  division  of  the 
Cincinnati  Car  Company,  Cincinnati, 
Ohio. 

Wagner  Electric  Corporation,  St. 
Louis,  Mo.,  announces  that  E.  D.  Pike, 
heretofore  in  charge  of  'Wagner  Elec- 
tric Pacific  Coast  service  operation  is 
now  manager  of  the  San  Francisco 
branch  sales  office. 

Manganese  Steel  Forge  Company 
announces  the  removal  of  its  Chicago 
office  from  the  Old  Colony  Building  to 
the  Builders'  Building,  La  Salle  Street 
and  Wacker  Drive. 

Billings  &  Spencer  Company, 
Hartford,  Conn.,  has  appointed  J.  V. 
Moore,  formerly  with  the  Simonds  Saw 
&  Steel  Company,  as  its  representative 
in  Pennsylvania,  Delaware  and  New 
Jersey,  with  headquarters  in  Hunting- 
don, Penn. 

Curtin-Howe  Corporation,  New 
York,  has  appointed  B.  Kuckuck  as  its 
chief  engineer.  Since  1904  he  has  been 
working  in  wood  preservation,  first  with 
Hulsberg  &  Company,  Berlin,  and  later 
in  this  country  in  connection  with  the 
designing  of  the  Santa  Fe  treating  plant 
at  Somerville,  Tex.,  and  with  the  gen- 
eral introduction  of  the  Rueping  process. 
Since  1918  he  has  been  chief  engineer 
of  Gebr.  Himmelsback,  a  wood  preserv- 
ing company  in  southern  Germany. 

ADVERTISING  LITERATURE 

Globe-Wernicke  Company,  Cincin- 
nati, Ohio,  has  published  a  booklet  on 
a  system  for  the  filing  and  indexing  of 
maps,  plans,  drawings  and  similar  large 
sheets. 

Martindale  Electric  Company, 
Cleveland,  Ohio,  has  issued  a  folder 
announcing  a  27  per  cent  average  price 
reduction  on  Martindale  comniutatoi- 
stones. 

Parker  Appliance  Company,  Cleve- 
land, Ohio,  has  issued  a  desk  folder 
giving  technical  data  and  price  list  of 
Parker  tube  couplings  and  a  bulletin  of 
specifications  on  installations  in  build- 
ings and  power  plants. 

General  Electric  Company,  Sche- 
nectady, N.  Y.,  has  issued  the  following 
bulletins :  252A  on  type  M  control  sys- 
stcm  for  railway  service,  19D  on  en- 
closed magnetic  switches,  468A  on  drum 
type  controllers,  743A  on  drum  con- 
trollers, 881  on  gas  engine  driven  arc 
welder,  949  on  temperature  overload  re- 
lays, 569A  on  constant  potential  arc 
welding  sets,  874  on  type  WD-200A  arc 
welder,  823A  on  atomic  hydrogen  arc 
welding  equipment  and  980  on  enclosed 
speed-regulating  rheostats. 

Elwell-Parker  Electric  Company, 
Cleveland,  Ohio,  has  published  a  catalog 
describing  its  outstanding  types  of  elec- 
tric industrial  trucks  and  tractors. 


May  26, 1928 


This 


ELECTRIC  RAILWAY  JOURNAL 


23 


One  of  the  new  125  Peter  Witt  cars  for  the  Dtpartmtnt    of  Street   Railways   of   the   city   of  Detroit, 

and 
this 
is  the 
brake 

Detroit  bought 


The 

"Peacock" 

(Reg.  U.  S.  Pat.  0«.) 

Staffless 


We've  mentioned  it  before  but  it's  worth  repeating! 
And  the  picture  shows  that  Detroit's  Department  of 
Street  Railways  believes  in  the  Peacock  Staffless  for 
36,000  lb.  big  capacit>'  city  cars.  As  a  hand  brake  it 
will  develop  a  braking  force  practically  equal  to  the 
air  braking  and  its  almost  unlimited  chain  winding 
capacity  assures  positive  braking  under  every  pos- 
sible condition. 

National  Brake  Company,  Inc. 


890  Ellicott  Square 


Buffalo,  N.  Y. 


Canadian  Representative  : 
Lyman  Tube  Sc  Supply  Co.,  Ltd.,  Montreal,  Can. 


24 


ELECTRIC  RAILWAY  JOURNAL 


May  26, 1928 


LONG  PRODUCTS 
AUTOMOTIVE 

RADIATORS 
AND  CLUTCHES 


tamina 


Covering  5,000  miles  in  less  than 
4,800  consecutive  minutes,  a  stock 
model  Studebaker  Dictator  with  Long 
Clutch  recently  completed  another 
endurance  record  for  stock  cars. 
For  nearly  80  hours  an  average 
speed  of  over  63  miles  per  hour  was 
maintained  with  the  Long  Clutch 
performing  satisfactorily  all  the  way. 


LONG  MANUFACTURING  COMPANY 

DETROIT  MICHIQAN 


^i_ 


May  26, 1928 


ELECTRIC  RAILWAY  JOURNAL 


24a 


93&€CS.B.&N.LR.R. 


This  new  Studebaker  Street  Car  Bus  was  bought  as  a  result 
of  the  economy  shown  by  this  railway's  fleet  of  5  Studebakers 


Witfb  STUDEBAKERS 


eflfl^as*^** 


g.^iKiHKSWa'S 


ae^tsoa* 


vli 


.005!      ^ 
.02*8      ^ 

.0019  _ 
rO06 
OOOS 
.00^'^ 
.011.5 
003}^ 


^l.  of  S«'°^^"" 


11   69  .Bf.  ^^^   1^ 


Making  50c  Do  the  Work  of  a  Dollar! 

In  further  support  of  the  evidence  this  letter  con- 
tains, Mr.  R.  R.  Smith,  Vice  President  and  General 
Manager  of  this  railway  company  states:  "We 
selected  Studebakers  over  two  years  ago  following 
an  exhaustive  examination  made  by  our  engineers 
of  the  operating  costs  of  all  busses  on  the  market. 
Studebakers  were  selected  as  most  economical,  both 
for  purchase  and  operation  and  the  most  satisfac- 
tory for  supplying  swift  and  comfortable  trans- 
portation. 

"We  picked  21 -passenger  busses  because  this  size 
has  proved  most  satisfactory  for  supplying  frequent, 
comfortable  and  prompt  service,  plus  its  obvious 
economical  features.  Our  Studebakers  have  proved 
more  economical  than  the  heavy  type  busses  previ- 
ously operated,  and  the  initial  cost  is  considerably 
less,*  so  we  can  afford  to  provide  a  sufficient 
number  of  busses  to  meet  peak  demands  with  con- 
siderably less  invested  capital." 

•Actually  50^  less  so  that  the  C.  S.  B.  &  N.  I.  Ry.  now 
makes  50c  do  what  formerly  required  $1.00  in  buying 
equipment. 


IMMRJIII 


iMiiiiiii 


STUDEBMKERS 


ARE  PROFIT 
MAKERS 


24b 


ELECTRIC  RAILWAY  JOURNAL 


May  26,  1928 


f>w  AUTOMATIC 

hignw^y  crossing  ^ares 


Ofandaicl  Automatic  Signal  Coipoiation,2oftS.  U  Salle  Stch\CAGO 


ERJ5-'-:r>Grji\ 


Montreal  Tramways  Company 

huys 

YELLOW  COACHES 

sJxtimesTand 

more  than  doubles  its  passengers, 
increases  mileage  and  profits'^ 


nllYellowCoaches  eai 

High  Spots  that  Point  to 
Steady  Growth  and  Success 

^  In  August,  1925,  the  Montreal  Tramways  Company  inaugu- 
rated motor  coach  service  in  the  City  of  Montreal. 

^  Unusually  severe  operating  conditions  were  faced  from  the 
start — narrow  winding  streets  permitting  for  the  most  part  but 
one  lane  of  traffic  each  way,  heavy  grades,  deep  snows,  horse 
drawn  traffic  and  liberal  parking  habits. 

^  With  few  exceptions  the  type  of  vehicle  selected  to  buck 
these  conditions  and  put  the  operation  on  a  revenue  earning  basis 
was  Yellow  Coaches. 

^    On  December  31,  1925,  the  company  owned  28  motor  coaches. 

^    By  the  end  of  1926,  45  were  needed. 

^  By  the  end  of  1927,  the  length  of  bus  routes  had  been  ex- 
tended to  70.41  miles  and  the  equipment  expanded  to  76  motor 
coaches,  60  of  which  were  Yellows. 

^  And  in  one  year  the  company  increased  its  motor  coach 
passengers  from  5,370,475  in  1926  to  10,728,326  in  1927. 

^  Since  the  original  shipment  of  4  Z-29  passenger  Yellow 
Coaches  in  June,  1925,  Montreal  Tramways  has  reordered  Yellow 
Coaches  six  times. 

^  From  the  start  earnings  have  increased,  operating  expenses 
reduced,  passenger  carriage  doubled  and  mileage  increased — 
with  Yellow  Coaches  carrying  the  bulk  of  responsibility, 

^  This  year,  benefiting  by  experience,  the  company  is  increas- 
ing spe'ed  and  adding  to  the  length  of  routes  without  increasing 
time.  Continuous  familiarity  with  Yellow  Coaches  and  the  per- 
formance rendered  by  the  60  now  in  use  is  bound  to  set  new 
standards  when  the  1928  story  is  written  on  the  cost  sheets. 


gPROFITJ  ImMontreaWamwcais 


How  the  60  were  ordered 

1925 

June  18,  Type  Z-29  passenger  coach 4 

November  25,  Type  Z-29  passenger  coach  4 

1926 

February  15,  Type  Z-29  passenger  coach 10 

March  14,  Type  Z-29  passenger  coach 5 

October  21,  Type  Z-29  passenger  coach  4 

October  21,  Type  Z-29  passenger  coach 1 

October  21,  Type  X-21  passenger  coach 6 

October  21,  Type  X-21  passenger  coach 1 

December  20,  Type  Z-33  passenger  coach    10 

1927 

October  19,  Type  Z-33  passenger  coach    10 

October  19,  Type  Z-33  passenger  coach  5 

Total    60 

and  what  42  did  last  year  on 
ithese  routes  served  exclusively  by 

YELLOW  COACHES 

OPERATION  OF  YELLOW  COACHES  ON 
Sherbrooke         St.  Hubert         Outremont 
I  ROUTES 


Total  buses  assigned  to 
these  routes  including 
spare  equipment  42 

Type  X-21  passenger  coach 
Type  Z-29  passenger  coach 
Type   Z-33   passenger  coach 


1927 


5 

27 
10 


42 


I 


REVENUE 
Total  passengers  carried.        5,734,616 

Total  mileage   1,685,838 

Average  fare 

Passenger  per  bus  mile      .  . 

Revenue  per  mile 

Misc.  revenue  per  mile 

Gross  revenue  per  mile 


EXPENSES 

Per  Bus  Mile 

Maintenance,  Including  De- 
preciation of  Equipment 
—  Tools,  Machinery  and 
buildings    8.39 

Transportation 13.76 

General  Expense  and  Ad- 
ministration      2.00 

Interest  2.13 

Advertising    .17 


8.58 
3.4 

29.4 
.17 

29.57 


TOTAL  26.45c 

NOTE: — Motor  coach  operation  in 
Canada,  due  to  taxes,  higher  cost 
of  material  and  other  factors,  is  ap- 
proximately 5c  higher  per  bus  mile 
than  in  the  "States." 


Successful  Operations  are  built 
by  YELLOW  COACH  fleets 


In  Montreal  and  Toronto;  in  Washington,  D.  C,  in  Portland, 
Oregon,  Danbury,  Conn.,  and  scores  of  other  operations  strung 
from  coast  to  coast,  Yellow  Coaches  are  building  successful  oper- 
ations. Montreal  Tramways  Company  is  only  one  of  many  who 
are  finding  that  it  pays  to  repeat  on  Yellow. 

The  New  8  million  dollar  General  Motors  Truck  plant  at  Pontiac, 
Michigan,  in  which  are  now  being  built  General  Motors  Trucks, 
Yellow  Taxicabs  and  Yellow  Coaches,  testifies  to  the  confidence 
held  by  General  Motors  in  the  future  of  commercial  transporta- 
tion; a  structure  embodying  every  new  and  modern  improvement 
in  manufacture,  test  and  assembly — built  to  meet  the  demands 
of  tomorrow  as  well  as  today. 


General  Motors  Truck  Company 

Pontiac,  Michigan 


May  26, 1928 


ELECTRIC  RAILWAY  JOURNAL 


29 


102  VTE>ARS  OF  MANUFACTURING   E^XJPBRIENCIy 


Rattan  car  scat  web- 
bing may  be  orderetl 
through    any  H-W 
sales  office 


No.  55  P-X 


BRINGS  PULLMAN  COMFORT  TO  THE  INTERURBAN  CAR! 

'T^HIS  beautiful  de  luxe  seat,  mounted  on  our  new  revolving  base,  brings  to  the 
-■-  interurban  car  all  the  comfort  and  convenience  of  the  finest  parlor  car  chair. 
Deep,  spring-filled  seat  cushions  and  backs,  make  this    the  most    luxurious   and 

comfortable  car  seat  made  today. 

The  seat  revolves  easily  by  pressing  the  foot  pedal  which  is  handily  located  on  the 

steel  base.     The  revolving  mechanism  has  been  purposely  made  as  simple  and  as 

strong  as  possible  so  that  there  is  nothing  to  get  out  of  order.     If  you  are  interested 

in  making  your  interurban  cars  the  finest  and  most  comfortable  type 

in  use  today,  by  all  means  give  the  55  P-X,  as  shown,  your  serious 

consideration.     The  base  illustrated  will  also  accommodate  other 

car  seats  which  we  make. 

If  you  have  not  received  a  copy  of  our 
netu  Bus  Seat  Catalogue,  unite  for  it. 


30 


El.FXTRIC   RAILWAY  JOCRXAL 


I 


Mav  26, 1928 


T^l  bridged 


Suspended  high  over  rivers  and  canyons,  highways  of 
steel  and  stone  successfully  overcome  great  natural 
obstacles — gaps  that  hinder  progress  from  one  center 
to  another.  They  are  built  when  the  demand  for  rapid, 
positive  communication  becomes  imperative. 

This  paper  is  a  bridge  on  the  highway  of  business, 
created  by  insistant  demand  for  news  and  ideas.  It 
establishes  a  direct  route — a  positive  means  for  the 
intercommunication  of  ideas  between  the  scattered 
branches  of  your  industry. 

Being  direct,  it  assures  rapid  distribution  of  ideas,  a 
means  for  keeping  abreast  of  developments.  Being  a 
member  of  the  A.  B.  P.,  it  guarantees  you  the  best, 
most  reliable  information  both  editorially  and  in  the 
advertisements  which  it  carries. 

Take  the  shortest  and  best  route  to  up-to-the-minute 
news.  This  A.  B.  P.  paper  leaves  no  gap  in  supplying 
information  which  is  helpful  to  you  in  the  conduct  of 
your  business. 

THE  ASSOCIATED  BUSINESS  PAPERS,   Inc. 

Executive    Offices:    52    Vanderbilt    Avenue,    Nevir    York,    N.    Y. 


A 


B 


An  association  of  none  but  qualified  publications  reaching  the  principal 
fields  of  trade  and  industry. 


R 


Alay  26,  1928 


ELECTRIC   RAILWAY  JOURNAL 


31 


Mutual  Service 


To  the  manufacturers  and  distributors  of 
America  and  the  street  railway  systems  that 
transport  the  millions  of  America's  potential 
buyers,  Collier  offers  a  mutual  service. 

This  service  has  brought  the  street  railway  riders 
in  thousands  of  cities  and  towns  throughout  the 
country  to  look  upon  car  cards  as  extremely  useful 
and  pleasing  features  of  up-to-date  street  car  serv- 
ice. It  has  given  national  and  local  advertisers  a 
medium  thru  which  they  can  get  their  messages  to 
selected  territories  easily,  economically  and  con- 
vincingly. 

Our  business  is  one  of  service — service  to  the  street 
railway  industry,  service  to  America's  national  and 
local  advertisers,  service  to  the  millions  of  people 
who  daily  ride  on  street  cars. 


y^"''<:-     S^v.MK 


NconROn^TCD, 


^»Si^%^4^ 


CANDLER  BUILDING, 
NEW  YORK,  N.  Y. 


32 


ELECTRIC  RAILWAY  JOURNAL 


Mav  26, 1928 


Combat  the  Underground  Lines 


Agitation 


CHANGING  from  the  ordinary  type  to  fluted  steel  poles  for  transmis- 
sion and  distribution  lines  accomplishes  more  than  just  replace- 
ment of  old  style  equipment  with  a  new  and  more  efSeient  type.  When 
you  install  Union  Metal  poles  on  your  lines  you  are  creating  good  will 
for  your  company,  for  these  poles  present  a  beautiful  and  dignified  appear- 
ance which  harmonizes  with  the  architecture  of  city  streets. 

Thus  the  agitation  for  underground  lines  can  be  adequately  combated  with 
these  poles — for  people  do  not  object  to  wires  overhead,  they  object  to 
the  unsightly  poles  which  crowd  the  curbs  of  so  many  cities. 

Clean  cut,  straight  and  true,  Union  Metal  Fluted  Steel  Poles  possess  all 
the  desired  engineering  advantages.  They  withstand  heavy  transverse 
strains,  eliminate  ground-line  corrosion,  are  simple  to  erect  and  maintain, 
and  can  be  quickly  installed  and  properly  lined  up.  In  every  respect,  these 
poles  are  an  outstanding  example  of  the  scientific  progress  of  the  twentieth 
century. 

Let  us  help  you  build  good  will  with  your  transmission  and  distribution 
lines.  Complete  information  will  be  sent  on  request. 

The  Union  Metal  Manufacturing  Co. 

General  Offices  and  Factory,  Canton,  Ohio 
Branches  —  New  York,  Chicago,    Philadelphia,  Cleveland, 
Pittsburgh,  St.  Louis,  Los  Angeles,  Sao  Francisco,  Jacksonville. 


Typical  Union  Aietal  Fluted  Steel 
Pole  for  transmission  and  distri- 
bution service.  The  upper  picture 
shows  a  Union  Metal  Pole  in- 
stalled in  Canton,  Ohio.  It  carries 
a  secondary  rack  and  supports  the 
center  suspension   traffic  signal. 


UNION  METAL 

DISTRIBUTION  AND  TRANSMISSION  POLES 


eiyarfe 

TR4C  K  LESS 
TROLLEYS 


or  3mtlakeGt 


UtaAi  Alight  and 
buys  VERSARE 


The  Utah  Light  CS,  Traction  Co., 
Salt  Lake  City,  has  awarded  the 
Versare  Corporation  a  contract 
for  10  6-wheel  Versare  Trackless 
Trolleys. 

This  order  went  to  Versare 
because  the  engineering  principles 
of  Versare  patented  structure 
were  more  in  line  with  the  type 
of  equipment  suitable  for  the 
mounting  of  the  high  power  elec- 
trical equipment  to  be  used. 


Traction  Co. 
Trackless  Trolleys 


It  is  desired  these  coaches  be 
in  operation  July  15th,  which  is 
entirely  practical  with  this  com- 
pany, as  unit  construction  permits 
of  rapid  production. 

For  those  acquainted  with 
Versare  construction,  it  is  easily 
recognizable  that  the  standard 
6-wheel  Versare  gasoline -electric 
coach  is  readily  adaptable  for  use 
as  a  trackless  trolley,  with  no 
essential  changes  of  design  or 
equipment. 


standard  Di3f  ign  o£ 
Versare  Trackless  Trolleys 


m 


"  —rr- 


3[ 


-31'— 7 1'- 


m 


-ai—if- 


SEATINO   CAPAOTY  4.3      N 


-zet-r 


^^tf-J 


>   / 


<6* 


[Versare  engineers  'welcome  the  opportunity  to  siio'w  electric  railway  1 
executives  the  many  advantages  of  Versare  Trackless  Trolleys  J 


Corporation 

Albany,  N.  Y. 


May  26, 1928 


ELECTRIC  RAILWAY  JOURNAL 


37 


Looking  west  on  Washington  Street  at  the  intersection  of  Cincinnati  Street.  Note 

the  excellent  condition  of  the  tangentials  and  the  smooth  surface  of  the  track 

area.    Carey  Elastite  Track  Insulation  was  used  throughout. 


*\*M  test  installation  in  1924*** 

now  standard  in  all 
track  construction^^ 


"TN  1924,  we  made  a  test  of  as- 
JL  phaltic  rail  filler,  installing  it  on 
each  side  of  the  rails,"  said  R.  E. 
Standish,  Superintendent  Mainte- 
nance, Peoples  Railway,  Dayton, 
Ohio. 

"In  this  way,  we  became  thor- 
oughly sold  on  this  type  of  track  in- 
sulation, and  it  is  now  included  as 
standard  in  all  our  track  construc- 
tion work. 

"We  use  Dayton-Mechanical  ties, 
100-lb.  ARA-A  rails,  thermit-welded 
joints,    Carey    Elastite    System   of 


Track  Insulation,  brick  paving  and 
asphalt  filler." 

The  Carey  Elastite  System  of 
Track  Insulation,  referred  to  by  Mr. 
Standish,  is  a  preformed  asphaltic 
compound  reenforced  with  asphalt- 
saturated  fibres.  It  is  impervious  to 
moisture,  and  forms  a  lastingly 
shock-absorbing  cushion  between 
the  rails  and  paving. 

Write  for  full  particulars.  If  you 
are  planning  any  track  construction 
work,  our  representative  will  be 
glad  to  call  and  tell  you  all  about 
this  efficient  material.    Write. 


The  Philip  Carey  Company 

Lockland,  Cincinnati,  Ohio 


SYSTEM  OF  TRACK  INSULATION 


38 


ELECTRIC   RAILWAY  JOURNAL 


May  26.  1928 


iitiiiiiiuiiuiiitiiiuiuiiiiiiiiiiiiiiiiiiijtih^'tiiiiiiiiuiiiuimiiiutiiuuiiiuiii; 


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IN  ELECTRICITY? 

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Make  no  mistake  about  it — there  are  big  pay  jobs  in  electricity 
ready  for  you  when  you're  ready  for  them.  Thousands  of  men 
who  have  the  Croft  Library  know  that  to  be  a  fact.  The  Library 
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THE  CROFT  LIBRARY  OF 
PRACTICAL  ELECTRICITY 

A    combined  reference  library  and  home-study 
course  in  practical  electricity 

In  these  volumes  Croft  teaches  you  electrical  practice  complete. 
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lighting — lamps  and  lighllng  effects,  etc. 

Free  examination 

no  money  down — 7c  a  day 

Fill    in    and    mail    the   coupon    attached   and    we 


Croft  Meti 
Win 

When  you  study 
electricity  the 
Croft  way.  you 
have  a  training 
worth  real  dollars 
and  cents  to  you. 
ITse  the  eoapon 
now 


Will  send  you  the  entire  set  of  eight  volumes 
for  ten  days'  Free  Examination.  We  take  all 
the  risk — pay  all  charges.  You  assume  no  obli- 
!,„„  .K  1,  ,  ™,.  .?"_""" — y°"  "^y  nothing  unless  you  decide  to 
iS^n'""  '«>°J»-  „Then  $1.60  m  ten  days  and  the  balance  at  the  rate  of 
S.i.00  a  mouth.     Send  the  coupon  NOW  and  see  the  books  for  yourself. 


r 


McGra>vsHill 


FREE  EXAMINATION  COUPON 


McGraw-Hill  Book  to.,  .'JTO  Seventh  Avenue,  New  York.  ■ 

TO"iy.^St" -7"..?'".'°   "a^    ■""    ""'    fKOfT    I-IBBAHY    OF   PilACTICAL   ELEC-  • 

TRItlTY    (iihlppln*  chargM  precaldi    for   10   <J«y«-   free  eiinilnitlon.     If  latii-  ■ 

llctory,    I    inil   .end    11.50    In   ten    il«y!   and    12.00    a   month   until   the   special  ! 

price   of    »19.!p    haa    l)«en    paid.       If    net    wanted    I    will    return   them    at    your  \ 

eipenie.      (Write  plainly  and  fill   In  all   llnei.  j  i 

Name      ^ ■ 

Oome  Addretf    ■ 

City   and    State ; 

Employed   by    ■ 

Occupation      E.5-J0-28  ■ 

■ 

"""'''''■■■■■■■■■■■■■'■"••■■■■■■■■■•••■■•'■••■■■■■■■■•■■■■■■••■•■■■■■•■■■■■■■af 


Some  One 
Wants 
To        4 
Buy 

the  equipment  or  machin- 
ery that  you  are  not  using. 
This  may  be  occupying 
valuable  space,  collecting 
dust, rust  and  hard  knocks 
in  your  shops  and  yards. 


Sell  It 

before  depreciation 
scraps  it. 

The  Searchlight  Section  is 
helping  others — 

Let  it  help  you  also 


•067 


May  26,  1928 


ELECTRIC  RAILWAY  JOURNAL 


39 


Where  other  ties 
might  fail  ♦  ♦  use 
Prettyman 
Preserved  Ties 
with  Confidence 


UNDER  the  pavement,  deep  into  dank, 
musty  earth,  exposed  to  moisture,  termites 
and  fungi  .  .  .  What  ties  could  you  expose  to 
such  conditions,  confident  that  many  years  would 
not  undermine  unyielding  resistance  to  merciless 
mechanical  grind?  t|  Several  kinds  might  ren- 
der such  service.  ^The  South  Carolina  Power 
Co.  chose  Prettyman  Preserved  Ties  for  the  job 
at  the  left — creosoted  in  the  most  complete  and 
modern  wood  preserving  plant  on  earth. 


Creosoted 
Railroad  Cross-ties;  Switch 
Ties;  Bridge  Timbers;  Con- 
struction Timbers;  Mine 
Timbers;  Lumber  Piling; 
Poles;  Posts  and  other 
Forest  Products 


JlPi'pltifman&Sons 

Vood  Piej-eryind  Plant 
Charleston,  KT  C. 


HMimmHMiiiiiimiiiiiiHtiiinMirniiNiiMiiiniiiiiiiiiiiiiuiiMiiniriiiuiiiiiiiiiuiiiiiiuiiNiiiiiminiiMimiimiiiiiiinMiu  MiitiiitiiMiiiiiHiiiHiiiiiiiHiiiiiiiiiii|iiHiiiiHiiiiii||||||,,|||Hii,tiii,|,|[||||||||||,|||||,|||„,|(,(|,,,,„,|,,,„„ 


oVUM 


COLUMBIA 


I   Railway  Supplies  and  Equipment 


Machine  and 
Sheet  Metal  Work 

Forgings 

Special  Machinery 

and   Patterns 

Grey  Iron  and 
Brass  Castings 

Armature  and 
Field  Coils. 


rhe  Columbia  Machine  Works  and  M.  I.  Co. 
265  Chestnut  St.,  comer  Atlantic  Ava., 
Brooklyn,  New  York 


STANDARD 

<;tcfi_  opnn 


Sf  eel  AxIMimil  Springs 

Ai'mafure  Shafts 
Rolled  Sfeel  Wheels 

STANDARD  STEEL  WORKS  COMPANY 

PHILADELPHIA,  PA. 
BRANCH    OFFICES 

CHICAGO    NEWYORK    PORTLAND   SAN  FRANCISCO   STLOUIS 
PITTSBURGH  HOUSTON    RICHMOND  STPAUL  MEXICO  CITY 

works;  burnham,pa.  i 


niiiilillliiiiuniiiiiiiiuiiiiuiiiiiiiiiiirijjiiiiiiiirimriijiiiiiiiiiiiiiiiiiriiirii iiJiiiiiijiiiiiiiiiiiiiiiiniiiiMiriiiiiiiiiiiiiiiiJiiiiiiiiriiiiiin     ^" 


40 


ELECTRIC  RAILWAY  JOLRXAL 


May  26, 1928 


eLtxKj^rW^ jg^ivg±n^  e^^ 


incorporated 

115  Broad wajt  New  York 
PHILADELPHIA  t'UlCAtiO  SAN  FBANCISCO 


STONE  &  WEBSTER 

Incorporatad 

Design 
Examinations 
Industrial  and 

and  Construction 

Reports     Appraisals 
Public  Service  Propertiei- 

"■W    TORK 

BOSTON 

CHICAGO 

Sanderson  &  Porter 

ENGINEERS 
PUBLIC  UTILITIES  &  INDUSTRIALS 


DmIid 

BxamlDmUona 

CHICAOO 


CoDitruction 

Bcportt 

NEW  YORK 


Manwemant 
Valuationa 

SAN  rRANCISCO 


ALBERT  S.  RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER.    MASSACHUSETTS 

MSPORT*-  APPIIAISA1.S  •  RATES  ■  OPERATION  ■  •■RVICI 


C.  B.  BUCHANAN 
Praaldent 


JOHN  F.  LATNO 
Vlce-Prealdnot 


tV.  H.   PRICE,  JR. 

8«e'7-Tresfl. 

BUCHANAN  &  LAYNG  CORPORATION 

Engineering  and  Management,  Construction 
Financial  Reports,  Traffic  Surveys 
and  Equipment  Maintenance 
BALTIMORE 
1«04  CitiieiM  National  „     P'"""i..„  N^.?"*" 

BankBldc  Hanover:  2142  49  Wall  Street 


HEMPHILL  &  WELLS 

CONSULTING  ENGINEERS 

Gardner  F.  Wells  Albert  W.  Hemphill 

APPRAISALS 

INVESTIGATIONS  COVERING 

Reorganizatioii        Management        Operation        Construction 

43  Cedar  Street,  New  York  City 


KELKER,  DeLEUW  &  GO. 

CONSULTING   ENGINEERS 

REPORTS  ON 

upeiauuK  Froblems  Valuation*  Traffic   Surreys 

111  W.  Waihington  Street,  Chicago,  111. 


E.  H.  FAILE  &  CO. 

Designers  of 
Garages —  Service  Buildings —  Terminals 


441  LEZINOTON  AVIB. 


NEW  TORE 


The  J.  G.  White 
Engineering  Corporation 

Engineers — Constructors 

Oil  Reflnerlei  and  PlD«  I^nes,  Steam  and  Water  Power  Plants,  Tranimtiilon 
Systems.  Hotels,  Apartments,  Office  and  Industrial  Buildings,  Railroads. 

43  Exchange  Place  New  York 


THE  BEELER  ORGANIZATION 

Transportation,  Traffic,  Operating  Surveys 

Better  Service — Financiai  Reports 

Appraisais — Management 

52  Vanderbilt  Ave.  New  York 


Engelhardt  W.  Holst 

Consulting  Engineers 

Appraisals  Reports  Rates  3ervic«  Investir*tioo 

Studies  on   Financial   and   Pliysical   Rehabilitation 

Reorg^anization     Operation     Hanaffement 

683  Atlantic  Ave,,  BOSTON,  MASS. 


BYLLESBY 

ENGINEERING  AND 

MANAGEMENT  CORPORATION 

231  S.  La  Salle  Street,  Chicago 


New  York 


Pittabargh 


San  Franciaeo 


DAY  &  ZIMMERMANN.  Inc. 

ENGINEERS 

Design   -  Construction   -   Reports 

Valuations  -  Management 

NEW  YORK  PHILADELPHIA 


CHICAGO 


WALTER  JACKSON 

Consultant  on  Fares  and  Motor  Buses 

The  Weekly  and  Sunday  Pass — Differential 

Farea— Ride    Selling 

Holbrook  Hall  5-W-3 

160  Gramatan  Ave.,  Mt.  Vernon.  N.  Y. 


McCLELLAN  &  JUNKERSFELD 

Incorporated 

Engineering  and  Construction 

Examinations — Reports — Valuations 

Transportation  Problems— Power  Developments 

68  TRINITY  PLACE  NEW  YORK 


THE  P.  EDWARD  WISH  SERVICE 


so  Church  St 
NEW  YORK 


Strm^t  Railway  inspection 
DETECTIVES 


131  State  St. 
BOSTON 


When  wrltlnc  the  advertiser  for  Information  or 

prices,  n  mention  of  the  Eleetrio  Railway 

Journal  would  be  appreciated. 


May  26,  1928 


ELECTRIC  RAILWAY  JOURNAL 


41 


iiiiiiiiiuiiiiwiii iiiiimiiiiiiiiiiiiHiiiiuiimiiiiiiMiiiiiiii niimiiiiiiiiiiiiimii ii uiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiuiiiniuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiii iHiimiihii 


THE  BABCOCK  &  WILCOX  COMPANY 


Builders  since  1868  of 
Water  Tube  Boilers 
of  continuing  reliability 

BRANCH  OFFICES 
Atlanta,  Candler  Building 
Boston,  80  Federal  Street 
Chicago,  Marquette  Building 
Cincinnati,  Traction  Building 
Clbvkland,  Guardian  Building 
Dau^s,  Texas,  Magnolia  Building 
Dknvkr,  444  Seventeenth  Street 
Detroit,  Ford  Building 
Houston,  Texas,  Electric  Building 
Los  Anoelbs,  Central  Building 
New  Orleans,  344  Camp  Street 


85  Liberty  Street,  New  York 

Makers  of  Steam  Superheaters 
since  1898  and  of  Chain  Grate 
Stokers    since     1893 


WORKS 
Bayonne,  N.  J. 
Bmrberton,  Ohio 


BRANCH  OFFICES 

Philacblprlii,  Packard  Building 

Phoenix,  Ariz.,  Heard  Building 

Pittsbuboh,  Farmers  Deposit  Bank  Building 

Portland,  Ore.,  Falling  Building 

Salt  Lake  Citt,  Kearns  Building 

San  Francisco,  Sheldon  Building 

Srattlb,  U  C.  Smith  Building 

Honolulu,  T.  H.,  Castle  &  Cooke  Building 

Havana,  Cuba,  Calle  de  Agular  104 

San  Juan,  Porto  Rico,  Royal  Bank  Building 


MiliiilimmiiiiiiiiiiiiiiitiliiiiHiiiiiitiiiiiiniiiriiiniiiiiiiiiiiliiltiiiiiiKiiKiiitiiKiiiiilllllillilllHlllllliillHlHiililiiiiiilili 


utillimimiiiiiiniiiiiiniMiiiiiiMiiiiiiiiiiiiiiiuiliiiiHimiiiiiiiiiliilililimiilllimiMiiiiiiiiiiiiiii 


miiiiiiriitiiiiimiiHiiwMn;     aiimiiimiimiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiii 


■Q^^O^^^^-tJ^-O^^^^-y^SZA^^^  ^-^y^i^^^ 


The  Finger 

on  the  Pulse 

The  skilled  physician  counts  the 
beats.  You  call  him  in  to  diag- 
nose the  case  because  he  has 
your  confidence  as  a  trained 
specialist. 

Engineering  service  is  likewise  a 
physician — a  skillful  specialist 
that  puts  a  steady  finger  on  the 
pulse  of  industry  and  diagnoses 
the  problem.  And  like  the  doc- 
tor, it  prescribes  the  remedy. 


/hH/. 


t/L^ 


PRESIDENT 


STEVENS  &  WOOD,  Incorporated 

Engineers  and  Constructors 

120  Broadway,  New  York 

Chicago        .        .        Youngstown,   O. 

A    Personalized    Service 


:±6374  I      ooTie 


Dcubl*  RaflBtar 
Typa  R-ll 


International 
Registers 

Made  in  linKle  and  double 
tjftt  to  meet  requirement! 
of  lervice.  For  band  or  foot 
mechanical  or  electric  opera- 
tion. Counters,  car  fittingt. 
conductor!'   punches. 


«iiiii<iiiiiii(iiiiiiiiiiiiiiir)ifiiiittiiiiiiMiiMiiiiiriiiiMiiilllinirliliiiiiiiiiiiiiiniiiiiiniMiiiilliiiiiiniiiniiiiiiitiiiiiiiittliriiiiiiiiriiiiiiMR 
twiiiiiiMtiiititiiiiiiitiuiiiitiiitiiiiiiiiiiiiiiitiiitriiiiiiniiiriiiiiiiriiiiiiiriJuiiiiiiiiiiiiiiiiiuiiiiiiiriiiiiiiiiiiiiinmiiiiiiiiiiiiiiiiiiiitiiiii  ■ 


EIGHT  WORKS 

RAMAPO-AIAX-LLLIOT 

HILL8UKN.  NEW  YOHK  « 
NIAGARA  FA11.S,  NA 
CHICAGO.  ILLINOIS 
.  EASTSr.LOUIS.  ILL 
PUEULO.  COLORADO 
SUPERIOR  AVIbCONiilN 
LOS  ANGELES.  CAT. 
NIAGARA  FALI.S.ONT. 


IbN,      mA     ramapo  automatic 

RETURN  SWITCH  STANDS 

i    FOR  PASSING  SIDINGS 

2,  J       TEE  RAIL  SPECIAL  WORK 

j  fi  (MANGANESE  WORK  A  SPECIALTY 

!     I  i:~      O.  SALES  OFFICES  AT  ALl  WORKS 

^       ^     ^Wji'm  0//.L,f.  lill.LBURN,  N.Y. 


-iiimiiiiiiiiiiiiiitiiiiiiiiiiiiiniiiiiiriiDiiiiiiitiiitiiiiiiiiiiiiiiiiiiiiitiii tiiiMjiimiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiitiiiMiiiiitiiininiiiiii^ 

NORTHERN  Jj  l-J  1-i  Ll  WESTERN      I  = 

i  CEDAR  POLES  1 1 


I  The  International  Register  Co, 

I  15  South  Throop  Street,  Chicago,  Illinois 

^lUiiiiiiHimiiiiimiiiiiiiiiiiiiiiiMiiiiiMiiMiiniiMiiiiiiMiiiiiiiinimiiiMiiuuiiiMiiiiiitiiiHiitiiHJiiiiiiiiiiiiiiiiiiiiiiiiiiiminiiiiuMi 
^niiiiiiiiiiiiniiiiMiiiiiMiMiiiitiiuiiiiiiMiiiiitiiiiiiiiiiiniiiiiiiiiiiniitiiiitiiiiiiiiiiitiitiiiiiiniiiiiiitiiiiiiiiiiiiitiiiiiiiHiiiiiiiitiiiiiiiiii*: 

I        Kalamazoo  Trolley  Wheels         i 

I  The  value  of  Kalamazoo  Trolley                                                   | 

I  Wheels    and    Harps    has    been 

I  demonstrated  by  large  and  small 

I  electric    railway    systems    for   a 

I  period    of   thirty   years.     Being 

I  exclusive     manufacturers,     with 

I  no  other  lines  to  maintain,  it  is 

I  through  the  high  quality  of  our 

I  product  that  we  merit  the  large 

I  patronage  we  now  enjoy.    With 

I  the   assurance   that  you   pay  no 

I  premium    for    quality    we    will 

I  appreciate  your  inquiries.                                                                | 

I  THE  STAR  BRASS  WORKS  I 

I  KALAMAZOO,  MICH.,  U.  S.  A.  | 

^MiiiiiirinitMiiiiHiiniiiiiiMitiiiriiiiiiiMiiiiiiiniiiiiiiiiiiiiiiMiiiiiriiriiiiiiriiiMiniiniijiiiiiiiiiiriiiiiiiitiifiiiiiMiiiiiiiiiiitiiiiiiiiiiiitin 
HiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiik 

I  Efficient  Bus  Heating 

I  with 

The  N-L  Venti-Duct  Heater 

I  THE  NICHOLS-LINTERN  CO. 

1  7960  Lorain  Ave.  Qeveland,  Ohio 

'TilHIIIIIIIIIIIIIIIIIIIIIIIUIIIIIIIIIIIIIIIilinilllltllllllllllllllllllllinillJMIIIIIIIIIIIIIMIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIUIIIIIIIIIIIIIIIIIIIIIIIIIIIIIli^ 
.•iitiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiniiiiiiiiMiiiiiiiiniiniiiiiniiniiiiiiuiiniiiiiniiininiiiiiiniiniiiiiniiiiiiniiiiiiiiiitiiitiiHiiiiiiiiiiiiiniii 


BUTT  TREATING 
ALL  GRADES 


TIES 


BELL   LUMBER  CO.,  Minneapolis,  Minn. 


J 


ITiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiitiiiiiiiiiiiiiiiiiiiin 


A. 


Rod,Wire  and  Cable  Products 

ANA^CONDA  ANACONDA  copper  MINING  COMPANY 
fn»nm^^„™       THE    AMERICAN    BRASS     company 
""'^^^  General  Otfices    -    -    25  Broadway,  New  York 

ANACONDA  TROLLEY  WIRE 


-aiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiinitiiiiiiiiiniiiiiiiiiiiiiitiiiiriiiiiiiMt'.iiiiiiiiiiiiMiiiiiiiiiiiiiiip 


■ 


42  ELECTRIC  RAILWAY  JOURNAL  May  26, 1928 

g iiiiHumiiiii imiinimirinuiHimiiiiniimiinii iiiii.wiimiimiiiiiiiii»iHi.miiiniiiiiiiiiiiiiii.Mi.iiiimiimiiiimiiig      |. '• "" iimiiminiiiiiraiiiiiiiiiiiH iimiiiiiiiiiiiir imiiiiii i iiiiiii >iim«| 


Gets  the  dirt» 
leaves  the  paint 

OAKITE  contains  no  soap,  grit 
or  harmful  ingredient  that  will 
affect  painted  surfaces.  Used  ac- 
cording to  directions  it  will  save  time 
in  washing  all  paint  work,  enabling 
bus  operators  to  put  buses  quickly 
back  in  service. 

Every  bus  operator  should  have  a 
copy  of  an  interesting  Oakite  booklet 
we  have  that  contains  information 
on  all  types  of  bus  cleaning  and  repair 
work.  A  post  card  request  will  bring 
it  to  you  without  cost  or  obligation. 

-  ''     ^OakAte  Service  Men,  cleaning  specialists,  are  located  in 
the  leading  industrial  centers  of  the  V.  8.  and  Canada 

Manufactured  only  by 
OAKITE  PRODUCTS,  INC..  28B  Thames  St..  NEW  YORK,  N.  Y. 

OAKITE 

Indiistnal  Oeaning  Materials  uxi  Methods 


JOHNSON 

FARE 

COLLECTING 

SYSTEMS 


Johnson  Electric  Fare  Boxea  and  overhead  registert 
make  possible  the  instantaneous  registering  and  count- 
ing of  every  fare.  Revenues  are  increased  IJ  to  5% 
and  the  efficiency  of  one-man  operation  is  materially 
increased.     Over  4000  already  in  use. 

When  more  than  two  coins  are  used  as  fare,  the  Type  D 
Johnson  Fare  Box  is  the  best  manually  operated 
registration  system.     Over  50,000  in  use. 

Johnson  Change-Makers  are  designed  to  function  with 
odd  fare  and  metal  tickets  selling  at  fractional  rates 
It  is  possible  to  use  each  barrel  separately  or  in  groups 
to  meet  local  conditions.  Bach  barrel  can  be  adjusted 
to  eject  from  one  to  five  coins  or  one  to  six  tickets. 


I  I 


Johnson  Fare  Box  Co. 


^tmtiiiniiiniiiiiuu)MHMinHinMmtiiiiiiiiiiiri)iMiiiit(uiitHiiiinNHiiiriitniiriiiiiiniiintiMiiiu(iiiMnMiinriirHiiiiiiiiiiMiiiiniiiiin 
jiiiiiiiiiiiiiiiiiiiuiimiiiMiiiiiimimiiiiiiiiiiiiiiiiiiiiiiimmuuiiiiiiiiiiiiiiiiiiiiimimiiiiimiiiHiiiiiiiiii^ 


ELRECO  TUBULAR  POLES 


COMBINE 


I    Lowest  Cost 

1    Least  Maintenance 


Lightest  Weight    | 
Greatest  Adaptability    | 


i  Catftlor  complete  irUh  eztflneeriDg  dftta  tent  od  request.  1 

I  ELECTRIC   RAILWAY  BQUIPMBNT  CO.  | 

I  CINCINNATI.  OHIO  I 

I  New  fork  0117.  30  Cburcb  Sireet  I 

SiiiMiiniiMiiillliniiininiiiiiMlimilinillliiiniiiniifiiiHiiniiiiiiiillliliniMilllliiiiiiniiniiniiiilliuiiiiiiiniiiriiillllllllllliitilimiliir 

£ililltMiiuMiiiiniiiiiiiiiiiiii|iiiinMiiiiitiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiniliiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiimiiiiii)iiinK£ 


Boyerized  Parts: 


Brake  PIna 
Brake   Hangen 
Brake  Lerera 
Pedestal  Olbs 
Brake   Fulcrums 
Turnbuckles 

Case  Hardened  BiibliiiiKH 
Center  Bearing! 
Side   Bearlngi 


S|>rliit;   Post  BiiHhltigN 
Spring   PoBtK 
HolHter  and  Traniom 

Chafing  Plates 
MunganeKe  Brake  Ileadii 
ManganeKe  Tnick  I*artii 
FnrKinfc'H 
Bronze  Bearings 
McArtltur    Tiiriihui-Ides 


Trolley  Plnn 
Can    be    purchaseil    through    the    followliic 

reprenentativeft: 
F  F.   Bodler. 

dl3    Monadnock  BIdg.,    San   Francisco,    Cal. 
\V.    F.    McKenney, 

54   First  Street,  Portland,   Oregon. 
J.   B.  Denton, 

1328   Broadway,   New  York   City.   N.   Y. 
A.   W.   Arlln. 

5 IS    Delta  BIdg..   Los  Angelei,   Cftl. 

Bemis    Car   Truck   Company  i 

Springfield,  Mass.  i 

'^iiiHUiiiiiiiiMiiiiMiiniiiiMitiiiniiiiiintiiiiiiuiiiiiiiHtimimimiiiiiiiiiuiiiiuiHiiiMiiiiiiitiiiiiiiiMiiiiiiiiiiiiiiiiiiiiuiHiiH 


I  4619  Ravnawood  Av:,  CAicaf*.  /U. 

ifiiniiMMiMMiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiniiiiiiiiinniiiniiiiiiniitiiiiiiniiniiniiniiuMiMiiiinMHiiiiiiiiiiiiimiimiiiiiiiiiiniiiiiMmH^ 
a iiimiiiiiiiMiiiuiiiiitiiiiiiiiiiiiiiiiiiiiiiniiiiHwininiiiMiiMiuiiiiiiiiiMiiiiiiiiiiiiimiiiiiiMniiiiiiiiimiimiiiiMiiiiiiiiimiiiiiH^^ 

I  Advertisetnents  for  the 

I   Searchlight    Section  | 

Can  be  received  at  the  New 
York  Office  of  Electric 

j 

Railway  Journal  | 

until  10  a.  m. 

Wednesday 

For  issue  out  Saturday 

0280 
^iiiiiiiiiiiiiiiiiiiiiijiiiiiiiiiiiiiiritiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiitiiiiiiiiiiiiiiitiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiii 

^itlinililiiiMtiiiiiiiiiiniiiiiiiiiriiiriiiiiiiiiiiiiii'iiMiiiiiihiiiiiiriiitMiiiiililillililiiiiiiiilirillliillliliiirniinliriiiiiillllliiiiiiiiiiiiiiiiit; 

f  Tisco  Manganese  Steel 

I  Special  Trackwork 

I  For 

X 

I  Subway,  Elevated  and 

I  Surface  Lines 

I  WM.  WHARTON  JR.  &  CO.,  Inc. 

I  EASTON,  PA. 

I  SALES  OFFICES 

I        Boston  Cblcaco  El  Paso  Montreal  New  York 

I  PbUadelphia         Pittsburgh         San  Franciaco         Scranton 

"rMiiriiiiiiiiiiminiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiMiiiimiiiiiitimiiiiiiiiiiiiiiniiiiiiitiiiiiiiiiMiiiiiiiiiiiii iiifiiiiiiiiiiiiiiiiiin 


May  26,  1928 


ELECTRIC  RAILWAY  JOURNAL 


43 


EARCHLIGHT 

USED  EQUIPMENT  (3J,  NEW— BUSINESS  OPPORTUNITIES 

l)N0ISPliATJ3>~-RATE  PEE  WORD:    '                                               INFORMATION:                     "  I>ISPI^\yKi)— HATK  I'KB  INCH; 

Potitiona    Wanted.    4    cwitB    a    vswd.    mlnUnum  •  Bex  ■  SvmUer^    in     care    of    any    of    our    yitiic^  .,    Ill      7    Inches •  i  30    fm    ilil-li 

Tr>   cwitB  an  insertion,  payable  In  adrance.^                .    cuunt   10  words  additional  in  undlsplayed  ads.  „   („  -,4   inches!!!."!;!!!!!.'.'!    4!lO    »a  inch 

PofiUvm    Vncant   and   all    otJier    dwsincattoris            iHxcotmt  of    10%    If 'one  payment  is   matfe   In  '  Hates- for  larger  sp-acea.  or  yearly  rates,  op  re<iutst 

H   ctiiit;;  a  word,  minimum  cliarse  X2.00,                        advance    for    four    consecutive    JpsertionB    '■''  i- -.v/^.-.j..*,^    .>,^h   is   measured  vertically    mi 

■:.'-■!,   40   rents   a  line  an  Ifiser-J                            '          undUpIayed  ads    (not  includlnz   proposa];^!  .'.umiis— -30  inches—to  a  pdi;t . 


!How  to  dispose  of 
surplus  stocks  of 
new  replacement 
and  repair  parts 
and  materials? 


A  question  of  unusual 
interest  to  the  execu- 
tives of  all  electric 
railways,  particularly 
Purchasing  Agents 
and  Storekeepers 


Write  the  Searchlight  Department  of  the  Electric 
Railway  Journal,  10th  Ave.  at  36th  St.,  New  York, 
N.  Y.,  if  you  are  interested  in  working  out  a  plan  that 
will  aid  in  the  distribution  of  this  material.  Include  a 
general  review — on  a  quantity  or  value  basis — of  the 
material  you  have. 


POSITIONS  WANTED 


I  CAN  manage  your  street  railway  nroD- 
erty  regardless  of  location,  siza  or  local 
difficulties.  PW-108,  Electric  Railway 
Journal,  Tenth  Ave.  at  36th  St.,  New 
1  orK. 


MASTER  mechanic  desires  position  with 
small  street  railway  ;  familiar  with  elec- 
tric and  bus  maintenance  ;  personal  inter- 
view on  request.  PW-111,  Electric  Rail- 
way Journal,  Tenth  Ave.  41  36th  Street, 
New  York. 


SUPERINTENDENT  transportation,  broad 
experience,  proven  successful  record, 
street  railways  and  bus  transportation : 
available  short  notice ;  high  grade  ref- 
'"■1""S^-  .  PW-109,  Electric  Railway  Jour- 
nal, Tenth  Ave.  at  36th  St.,  New  York 


SUPERVISOR  bureau  investigation,  broad 
experience,  established  successful  record 
street  railway  and  bus  transportation; 
D,fr  ,,  i**  ,?!""■'  "otice  ;  best  of  references. 
PW-112,  Klectric  Railway  Journal,  Tenth 
Ave.  at  36th  St.,  New  York. 


••■Itllllllliiiiiiti 


IIMtlllMOMINIIIMMIIIIIIMIIMIMIIMi 

FOR  SALE 

MOTORS 

130  Westinghouse.  Type  614-C. 
Fine  condition.    Low  price. 

ELECTRIC  EQUIPMENT  CO. 

Commonwealth    Bldg-.,    Philadelphia,    Pa. 


"" miiiiiMM ■iiiii„i>iii,ii„,i,„i„„„A 

"" ""■ ' '"""■"" ■.....» , .^ 

FOR  SALE  I 

SPRINKLER  CARS  1 

Single  and  double  truck  fully  equipped.  = 
Will  sacrifice  for  Immediate  sale  to  legiti-  i 
iiiatf^    prospect.  = 

FS-113,  Electric  Railway  Journal.  I 

Tiiuh  Ave.  at  36th  St.,  New  York  City        I 


WANTED 


WANTED  TO  BUY 

One  Used  Car  Body  for 
Freight  Hauling  Purposes 

Must  be  in  good  condition,  either  wood  or 
steel  construction,  doors  in  center  of  car 
preferr-ed,  maximum  leng-th  45   ft. 

W-110.   Electric  Railway  Journal 
7   So.   Dearborn   St..    Chicago.   111. 


"Opportunity"    Advertising:  | 

Think  I 

"Searchlight"  I 

First!  I 

IMI(lltMltllHIII<MIMIItllllllll«T 


44 


ELECTRIC  RAILWAY  JOURNAL 


May  26,  1928 


WHAT  AND  WHERE  TO  BUY 

Equipment,  Apparatus  and   Supplies  Used  by  the  Electric   Railway  Industry 

with    Names    of    Manufacturers    and    Distributors    Advertising    in    this    Issue 

This  index  is  published  as  a  convenience  to  the  reader.    Every  care  is  taken  to  make  it 
accurate,  but  Electric  Railway  Journal  assumes  no  responsibility  for  errors  or  omissions 


Advertising,  Streeet  Car 
CoUieer,  Inc..  Barron  G. 

Air  Brakes         .     „ 

General  Electric  Co. 
Westlnghouse  Traction 
Brake  Co. 

Anchors,  Guy 

Elec.  Service  Supplies  Oo. 
Geneeral  Electric  Co. 
Ohio  Brass  Co. 
Westinghouse  E.  &  M.  oo. 

Armatare  Shop   Tools 

Columbia   Machine   Works 
Elec.  Service  SuppUes  Co. 

Automatic  Regulators,  Volt- 
age, Cnrrent  *  Synchron- 
Ulng  „ 

American  Brown-Boveri 
Electric  Corp. 

Automatic  Beturn  Switch 
Stands 

Bamapo  Ajax  Corp. 

Automatic  Safety  Switch 
Stands 

.Bamapo   Ajax  Corp. 

Bemis  Car  Truck  Co. 
Bethlehem  Steel  Co. 
Brill    Co..   The  J.    G. 
Cincinnati    Car    Co. 
Westinghouse  E.  i  M.  K,o. 

Axles  (Front  «  Rear)  Motor 
Truck    &    Passenger   Cars 

Studebaker   Corp.   of 
America 

Axles,  Trailer  &  Motor  Bus 
Studebaker  Corp.  of 
America 

Babbitting  Deriees 

Columbia  Machine  Works 

Jtadges  and  Buttons 

Elec.   Service  Supplies  Co. 
International   Cash   Register 
Co..  The 

Batteries.  Dry 

Nichols-Iilntern  Co. 

Bearings,  Antl-Frlctlon 

Timken    Boiler   Bearing  Co. 

Bearings  and  Bearing  Metals 

Bemis  Car  Truck  Co. 
Brill  Co..  The  J.  Q. 
Cincinnati  Car  Co. 
Columbia  Machine  Works 
Westinghouse  E.  Ic  M.  Co. 

Bearings,  Center  and  Roller 
Side 
Cincinnati  Car  Co. 
Columbia  Machine  Works 
Stuckl    Co..    A. 

Bearings,  Roller 

Timken  Roller  Bearing  Co. 

Bearings,   Thrust 

Timlren  Roller  Bearing  Co. 

Bells  and  Buzzers 

Consolidated  Car  Heating 
Co. 

Bells  and  Gongs 

Brill  Co.,  The  J.  G. 
Cincinnati  Car  Co. 
Columbia  Machine    Works 
Elec.  Service  Supplies  Co. 

Benders,   Rail 

Railway  Trackwork  Co. 

Body   Material,   Haiikellte 
Plymetl 

Hask^ite   Mfg.   Corp. 

Bodies,  Bus 

Brill  Co.  The  J.  G. 
Graham  Bros. 
Boilers 
Babcock   &  Wilcox  Co. 

Bond  Testers 
American  Steel   8c  Wire  Co. 
Electric  Service  Supplies  Co. 

Bonding  Apparatus 
American  Steel  &   Wire  Co. 
Elfo.   Service  Supplies  Co. 
Ohio   Brass   Co. 
Railway  Trackwork  Co. 
:Una  Welding  &  Bonding  Co. 


Bonds,   Rail 

American   Steel   &   Wire  Co. 
Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Ohio  Brass  Co. 
Railway-  Trackwork  Co. 
Una  WeldiiiK  &  Bonding  Co. 
Westinghouse  E.   &  M.  Co. 

Book  Publishers 

McGraw-Hill  Book  Co. 

Brackets     and      Cross     .Arms 
(See      aisp      Poles,      Ties, 
Posts,  etc.) 
Columbia  Machine  Works 
Elec.     By.    Equipment    Co. 
Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Ohio    Brass   Co. 

Brake  .\djnsters 

Brill  Co..  The  J.  6. 
Cincinnati  Car  Co. 
National  Ry.  Appliance  Co. 
Westinghouse  Tr.   Br    Co. 

Brake  Shf>es 

American   Brake  Shoe   & 

Foundry  Co. 
Bemis  Car  Truck  Co. 
Brill  Co..  The  J.  G. 

Brake  Testers 

National    Ry.   Appliance   Co. 

Brakes,  Brake  Systems  and 
Brake  Parts 

Bemis   Car   Truck   Co. 
Brill  Co..  The  J.  G. 
Cincinnati  (^ar  Co. 
Columbia  Machine  Works 
General  Electric  Co. 
National   Brake   Co. 
Safety  Car  Devices  Co. 
Westinghouse  Tr.  Br,  Co. 

Brakes,  Magnetic  Rail 

Cincinnati  Car  Co. 

Brushes,  Carbon 

General  Electric  Co. 
Westinghousee  E.  &  M.  Co 

Brushholders 

Columbia  Machine  Works 
General  Electric  Co. 

Bulkheads 

Haskelite  Mfg.  Corp. 

Buses 

Studebaker  Corp.  of 

America 
Twin   Coach   Corp. 
Versare  Corp. 

Buses.  Motor 

General  Electric  Co, 
General  Motors  Truck  Co, 

Bus  Lighting 

National    R.v,    Appliance   Co, 

Bushings,  Case  Hardened 
and  Manganese 
Bemis  Car  Truck  Co. 
Brill  Co,.  The  J.  G. 
Cincinnati  Car  Co. 
Columbia  Machine  Works 

Cablees  (See  Wires  and 
Cables) 

Cambric   Tapes,  Yellow  and 
Black  Varnish 

General  Electric  Co, 
Irvington    Varnish    &    Ins, 
Co. 

Carbon  Brushes   (See 
Brushes.  Carbon) 

Car  Lighting  Fixtures 

Elec.   Service   Supplies  Co. 

Car    Panel    Safety  Switches 

Consolidated  Car  Heealing 
Co. 

Westinghouse   E.  &   M.   Co. 

Car  steps.  Safety 

Cincinnati  Car  Co. 

Car  Wheels,  Rolled  Steel 

Bethlehem  Steel  Co. 

Cars,  Dump 
Brill  Co..  The  J.  G. 
Dlnerentlal  Steel  Car  Co. 

Cars,  Gas-Rlectrie 

Brill  Co..  The  J.  G. 
General  Electric  Co. 
Westinghouse  E.  &  M.  Co. 


Cars.  Gas,  Rail 
Brill   Co..    The  J.   G. 

Cars,    Passenger,   Freight, 
Bxprees,   etc. 

American  Car  Co. 
Brill  Co..  The  J.  6. 
Cincinnati  Car  Co. 
Kuhlman  Car  Co.,   G.  C. 
Wason  Mfg.  Co. 

Cars,  Self-Propelled 

Brill  Co..  The  J.  G. 

Castings,    Brass    Composition 
or  Copper 

Cincinnati  Car  Co. 
Columbia  Machine  Works 

Castings,    Gray    Iron    and 

Steel 
American    Brake    Shoe   & 

Foundry  Co. 
American    Steel    Foundries 
Bemis  Car  Truck  Co. 
Columbia  Machine  Works 
Standard   Steel  Works 

Castings.   Malleable 
Timken    Roller    Bearing   Co. 

Castings,   Malleable  &  Brass 

American    Brake    Shoe    & 

Foundry   Co. 
Bemis  Car  Truck  Co. 
Columbia  Machine  Works 

Catchers  and   Retrievers, 
TroUey 

Ele<;.  Service  Supplies  Co. 
Ohio    Brass   Co, 

Celling  Car 

Haskelite  Mfg.  Corp. 

Ceilings  Plywood  Panels 

Haskelite  Mfg.  Corp. 

Chairs,  Parlor  Car 

Heywoott-Wakefield    Co. 

Change  Carriers 

Cleveland  Pare  Box  Co. 
Electric  Service  Supplies  Co. 

Change    Trays 

Cincinnati  Car  Co. 

Circuit-Breakers 

American    Brown-Boveri 

Electric  Corp. 
General    Electric   Co. 
Westinghouse   E.  &  M.  Co. 

Clamjis    and    Connectors   for 
Wires  and   Cables 

Columbia    Machine    Works 
Elec.    Ry.    Equipment   Co. 
Elec.  Service  SuppUes  Co. 
Ohio   Brass  Co. 
Westinghouse  E.   &  M.  Co. 

('leaners 

Oakitc    Prnducts.    Inc. 

Cleeaners  and  Scraiiers  Track 
(See       also       Snow-Plows. 
Sweepers  and   Brooms) 
Brill   Co.,   The  J,  G, 
Cinclimati  Car  Co. 

Clutches 

Long   Mfg.    Co. 

Coll   Banding  and    U'IndIng 
Machines 

Coluiubia  Machine  Works 
Elec.  Servicee  Supplies  Co. 
Westinghouse  E.  &  M.  Co. 

Colls,  Armature  and  Field 
(.'olumbia  Machine  Works 
General  Electric  Co. 
Westinghouse  E.   &  M.  Co. 

Colls,  Coke  and  Kicking 

Elec.   Service   Supplies  Co. 
General    Electric   Co. 
Westinghouse  E.   &  M.  Co. 

Coin  Changers 

Johnson    Fare   Box   Co. 

('oin   Counting  Machines 

Cleveland  Fare  Box  Co. 
International   Cash   Register 

Co.,   The 
Johnson  Fare   Box  Co. 

('oIn   SfM-tliig   Machines 

fMeveland  Pare  Box  Co. 
Johnson  Pare  Box  Co. 

Coin  Wrappers 
Cleveland  Pare  Box  Co. 


Commutator  Slotters 
Columbia  Machine  Wo.'-ks 
Elec.    Service    Supplies   Co. 
Westinghouse  E.  &  M.  Co. 

Commutators  or  Parts 

Columbia  Machine  Works 
General  Electric  Co. 
Westinghouse  E.   &  M.  Co. 

Compressors,   Air 

General    Electric   Co. 
Westinghouse  Tr.  Br.  Co. 

Condensers 

General  Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Condensor  Papers 

Irvington    Varnish    &    ins. 
Co. 

Connectors,   Solderless 

Westinghouse  E.   &  M.  Co. 

Connectors,  Trailer  Car 

Columbia  Machine  Works 
Consolidated  Car  Heating 
Co. 

Elec.  Service  Supplies  Co. 
Ohio   Brass   Co. 

Controllers  or  Parts 

Columbia  Machine  Works 
General    Electric    Co. 
Westinghouse  E.   &  M.  Co. 

Controller  Regulators 

Elec.  Service  Supplies  Co. 

Controlling    Systems 
General     Electric    Co. 
Westinghouse  E.   &  M.  Co. 

Converters.    Rotary 

General    Electric    Co. 
Westinghouse  E.   &  M.  Co. 

Copper  Wire 

American  Brass  Co. 
Anaconda  Copper  Mining 
Co. 

Copper  Wire  Inslruniento, 
Measuring,  TesHnit  iind 
Recording 

American  Brass  Co. 
Anaconda  Copper  M  nini;  Co. 

Cord,    Bell.    Trolley,    Register 

American  Steel   &  Wire  Co. 
Brill  Co..   The  J.  G. 
Elec.  Service  Supplies  Co. 
International   Cash   Register 
Co.    The 
Roebling's  Sons  Co.,  John  A, 
Silver  Lake  Co, 

Cord  Connectors  and 
Couplers 

Elec,   Service  Supulies  Co, 

Couplers    Car 

American  Steel  Foundries 
Brill    Co,,    The  J,   G, 
Cincinnati   Car   Co, 
Ohio    Brass    Co, 
Westinghouse  Traction 
Brake   Co, 

Cowl  Ventilators 

Nicols-Linteru  Co, 

Cranes,   Boists   b   Lifts 
Electric  Service  Supplies  Co 

Cross    Arms    (See    Brackets) 

Crossing   Foundations 

Internation.il    Steel    Tie   Co. 

Crossings 
Ramapo   Ajax   Corp. 
Wm.   Wharton,    Jr,   &  Co, 

Crossings,    Frogs    &   Switches 
Ramapo    Ajax    Corp, 
Wm.  Wharton,  Jr,  &  Co, 

Crossings,  Manganese 
Bethlehem  Steel  Co, 
Ramapo  Ajax  Corp, 
Wm,  Wharton,  Jr,  &  Co. 

Crossings,  Track  (See  Track 
Special  Work) 

Crossings,  Trolley 
General  Electric  Co. 
Ohio  Brass  Co. 
Westinghouse   E.   &  M.  Co. 

Curtains    ti   Curtain    Fixtures 

Brill    Co..    The   J.   G. 


Cutting  Apparatus 

General    Electric   Co. 
Railway   Trackwork   Co. 
Una  Welding  &  Bonding  Co.. 
Westinghouse    Electrical 
Mfg.   Co. 

Dealer's  Machinery  &  Secon 
..Hand    Equipment 

Electric    Equipment   Co, 

Derailing    Devices     (See    alg 
Track   Work) 

Derailing  Switches 

Ramapo    Ajax   Corp. 

Destination    Signs 
Columbia  Machine  Works 
Elec.    Service    Supplies    CoJ 

Detective    Service 
Wish-Service;    P.   Edward 

Door    Operating    Devices 

Brill  Co..   The  J.   G. 
Cincinnati    Car    Co. 
Consolidated  Car  Heating  Co. 
National   Pneumatic   Co. 
Safety  Car  Devices  Co. 

Doors    tt    Door    Fixtures 

Brill    Co..    The    J.    G. 
Cincinnati    Car    Cq 
Hale-Kilburn    Co, 

Doors,    Folding   Vestibule 

National    Pneumatic  Co. 
Safety  Car  Devices  Co, 

Drills,    Track 
American   Steel   &   Wire   Co, 
Electric  Service  Supplies  Co, 
Ohio    Brass   Co. 

Dryers,    Sand  , 

Electric  Service  Supplies  Qo! 
Ohio    Brass   Co. 
Westinghouse  E.   &  M.  Co. 

Ears 
Columbia    Machine    Works 
Electric  Service  Supplies  Co. 
General    Electric    Co. 
Ohio    Brass   Co. 
Westinghouse  E.  &  M.  Co. 

Electric  Grinders 

Railw,ay  Trackwork  Co. 

Electrical    Wires    and    Cables 

American   Steel   &   Wire  Co.j 
John  A  Roebling's  Sons  Co.  ] 

Electrodes,    Carbon 

Railway   Trackwork   Co. 
Una  Welding  &  Bonding  Co. 

Electrodes,    Steel 
Railway    Trackwork    Co. 
Una  Welding  &  Bonding  Co.! 

Engineers.    Consulting,    Con- 
tracting   and    Operating 

Ilcflcr.   John    A. 
H.    M.    Byllesliy   Co. 
Day    &    Zimmermann.    Inc, 
Faile   &   Co.,    E.    H. 
Ford.    Bacon   &  Davis 
Hemphill    &   Wells 
Hoist,    Engelhardt    W, 
Jackson.   Walter 
KelU(!r    &    DeLeuw 
McClelland   &  Junkersfeld 
Rlchey,    Albert    S, 
Sanderson    &    Porter 
Stevens    &   Wood 
Stone  &   Webster  Co, 
White  Eng.  Corp..  The  J.  O. 

Engines,  Gas.  Oil  or  ,'<tenra 

Westinghouse    E.    &    M.    Co. 

Exterior  Side  Pannis 

Haskelite   Mfg.   Corp. 

Fare    Boxes 

Cleveland    Fare   Box   Co. 
Johnson    Pare   Box   Co. 
Percy  Mfg.   Co. 

Fare   Registers 

Electric  Service  Supplies  Co. 
Ohnier  Pare  Register  Co. 

Fences,  Woven  Wire  A  Fence 
Posts . 
American  Steel  &  Wire  Co. 

Fenders   and   Wheel   Guards 

Brill  Co..   The  J.  G. 
Cinciimati    Car   Co. 
Star  Brass  Works 

(Continued  on  page  50) 


May  26,  1928 


ELECTRIC  RAILWAY  JOURNAL 


45 


'""' 


iiiiiiiiiiiiiiiiHiiiiiiHiiMiiiiiiiiiiiiitiiiiiiiMiiiiiiiiiiiiiiiiiiniiiniitiiiKiiiMiiniiiiiiniiiiiimiiiiiimimiiiiiiiiiiiiiii 
"The  Standard  for  Rubber  Insulation" 

INSULATED  WIRES 
and  CABLES 

"Okonite,"  "Manson,"  and  Dundee  "A"  "B"  Tapes 

Send  for  Handbook 

The  Okonite  Company 

The  Okonite-Callender  Cable  Company,  Inc. 

Factories,  Passaic,  N.  J.  Paterson,  N.  J. 

Sales    Offices:     New  York     Chicago     Pittsburgh     St.  Louis     Atlanta 

Birmingham    San  Francisco    Los  Angeles    Seattle 

Pettlngall-Andrewi    Co.,    Boston,    Mass. 

F.   D.    Lawrence  Electric  Co.,  Cincinnati.   O. 

Novelty   Electric   Co..    Pliila.,    Pa. 

Cmi.    Rep. :    EnElneeflnr   Materials   Limited,    Montreal 

Cuban    Rep.:    Victor    0.    Mendoza    Co.,    Havana.  3 

miiiiiiiiiiiHiiiiiiiiiMiiNiiiiiiy^iiMiniiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiniiiiHiiiiitiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiinimiiiii^ 

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I   Lorain  Special  Trackwork 
I  Girder  Rails  | 

I  Electrically  Welded  Joints  | 

I  THE  LORAIN  STEEL  COMPANY  | 

I  Johnstown,  Pa.  | 

I  Sales  Offices:  | 

i  Atlanta  Chicago  Cleveland  New  York  = 

I  Piladelphia  Pittsburgh  Dallas  | 

I  Pacific   Coast   Representative :  = 

=  United  States  Steel  Products  Company  i 

I  Los  Angeles  Portland  San  Francisco  Seattle  | 

1  Export  Representative :  = 

I  United  States  Steel   Products    Company,   New  York,   N.  Y.  I 

3)MinMiiMiMimiiMitmimimiiiiiMiimiMiiiiiiiiniiiiiiiii)iiMiiinitiiiiiiitiiMiiMiiMiiniiniMiiiiiiiiMimiriiiiiiimiminiiniiM^^ 

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pr^T  T^CAR  HEATING  flc  LIGHTING  CO.   | 

yj\J i^Lf  220  36th  St.,  Brooklyn,  N.  Y.  | 

riT  Tsn^vir  hcatcdc     with  open  coil  or        i 

Cl^Cl^  1  KH^    flEA  1  tlKa       ENCLOSED  ELEMENTS  I 

THERMOSTAT  CONTROL— VENTILATORS      [ 
WRITE  FOR  NEW  CATALOGUE  I 

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STUCK!   I 

SIDE      I 

BEARINGS  I 

A.  STUCKI  CO.  I 

Oliver  Bldg.        I 

Pittsburgh,     Pa.   I 

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I  Your  Name  | 

I  in  this  space  in  all   issues  where  larger  | 

I  display  space  is  not  used  backs  up  your  | 

I  advertising    campaign    and    keeps    your  | 

I  name  in  the  classified  section.  | 

^iMHi[iiiiMiiiiniMiiiniMiiriniMiriiriiirMiirntriiiiiiiriiiMiiiii]niriiiriiiiiiiiiiiiiiriiriiiriiiiiitiMiriiiiiiiiriiiiriiiiiiiiiiiiiiiiiriiiii)iiinin 
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RAIL  JOINTS 


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Arc  Weld 


Rail  Bonds 


I                       AND  ALL  OTHER  TYPES  | 

I                                 Descriptive  Catalogue  Furnished  | 

I           American  Steel  8C  Wire  Company  | 

I      CHICAGO,   NEW  TORE.    BOSTON.    CLEVELAND.   WORCESTEB.   PHIL4DBL-  | 

=      PHIA.    PITTSBDROH,    BUFFALO,    DETROIT,    CINCINNATI,     BAI.TIMOBB.  = 

=      WILKES-BARBE,    ST  LOUIS,    KANSAS  CITY.    ST.  PAUL.    OKLAHOMA  CITY.  = 

=      BIRMINGHAM,  MEMPHIS.  DALLAS,  ATLANTA,  DENVER,  SALT  LAKE  CITT  = 

I         E.XPORT   REPRESENTATIVE:    U.    S.    STEEL  PRODUCTS   CO..   NEW  YORK  i 

i      PACIFIC  COAST  REPRESENTATIVE:   U.   S.   STEEL  PRODUCTS  COMPANY,  = 

I                       SAN  FRANCISCO,    LOS  ANGELES.    PORTLAND,    SEATTLE.  | 
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Cmpa-riy  Q^^ 


Let  the 

Passenger 

Audit 


eiii*^ 


'ucfor 


I  An    instantaneous    audit    by    the    passenger    of  "      I 

I  NICKELS,  DIMES,  QUARTERS,  METAL  | 

I  TICKETS  in  various  combinations.  | 

I  PORTABLE— STATIONARY   or   ELECTRIC— Posi-  | 

I  tive  at-the-source  protection  for  your  revenue.  | 

I  Money-Meters,  Inc.     A^="  aJ^ste/*^)  | 

i  3209  Book  Tower,  Detroit,  Mich.  | 

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HASKELITE  ROOF 


Haskelite  Manufacturing  Corporation, 
133  West  WashloKtan  Street.  01iic»ico 


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I  Coin  Counting  and  Sorting  Machines  P 

FARE  BOXES  I 

I  Lever-Operated    and   Slip   Change   Carriers.     Tokens.  | 

I  The  Cleveland  Fare  Box  Co.  | 

I  Cleveland,  Ohio  | 

i  Canadian  Cleveland  Fare  Box  Ce.,  Ltd.,  Preston,  Ont.  | 

^irillllllllllllllllllllllllinii iiiiiiniiiii iiiiiiniliiniiiii iiiiiiiiiiliiiii iiiiiiiiimniiliiiiiiiiiiiiiiiiiiimiiniMiiiimji; 

tjiniiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiilHliiiiiiiiiniiiiiiiiiiniininiiniiiiiniiniiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiMitiiiiiiiiiiiiiiiiiiiiiiiiiimn^ 


I      1 


Electrical  Wires  &  Cables  | 

John  A.  Roebling's  Sons  Co.  Trenton,  N.  J.  | 

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DYNAMOTORS 
WELDING  ROD 

UNA  Welding  &  Bonding  Co. 
Cleveland.  Ohio 


j  ^limimmiH^  Car  Heating  and  Ventilating 


— are  no  longer  operatlnjr  problems.  We  can  show  you 
how  to  take  care  of  both  with  one  equipment.  The  Peter 
Smith  Forced  Ventilation  Hot  Air  Heater  will  save.  Id 
addition,  40%  to  60%  of  the  cost  of  any  other  car  heat- 
ing  and   rentllatlng    system.      Write   for   details. 


^         The  Peter  Smith  Heater  Company 

''/IIIIIIIINIIlK^  6209  Hamilton  Ave.,  Detroit,  Mich. 


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n 


46 


ELECTRIC  RAILWAY  JOURNAL 


May  26,  1928 


Fibre    and    Fibre    Tubing; 
Westinffhouse   E.   &  M.   Co. 

Field   Coiis    (See   Coiis) 

Floodlights 

Electric  Service  Supplies  Co. 
General   Electric  Co. 

Floor,   Sab 

Haskelite    Mig.    Corp. 

Floors 

Hasltelite   Mfg.    Corp.  ' 

Forcings 

Brill  Co..  Tlie  J.  G, 
Cincinnati   Car  Co. 
Standard   Steel   Worlds 

Frogs  &  Crossings,  Tee   Ball 

Bethlehem    Steel   Co. 
Lorain    Steel    Co. 
Raniapo    Ajax   Corp. 
Wm.    Wharton.    Jr.    &    Co. 

Frogs,    Track     (See    Track 
Work) 

Frogs,   Trolley 

Electric  Service  Siir)plies  (Co. 
General    Electric   Co. 
Ohio   Brass  Co, 
Westinghoiise  E.    V  M.  Co. 

Fnriiaces,  Kleetric 

American    Brown-Boveri 
Electric  Corp. 

Fuses  and   Fuse   Bo.\es 
Columbia  Machine  V^orka 
Consolidated   Car   Heating 

Co. 
(Jeneral  Electric  Co. 
Westinghouse  E.  Sc  M.  Co. 

Gas  Electric  Drive  for  Bases 

General  Electric  Co. 

Gaskets 

Texas   Co..    The 

Cas  Producers 

Westinghouse   E.   &  M.   Co. 

Gates,  Car 
Brill  Co.  The  J.  G. 
Cincinnati  Car  Co. 

Gear  Blanks 

Brill  Co..   The  J.  G. 
Standard  Steel   Works 

Chillinfrwoith   Mfg.   Co. 
Cnlumbiu  Machine  Works 
SIe<trio  Serylbe  Supplies  Co. 
WestingliouBe    E.    &   M.    Co. 

(■f<arH  and   Pinions 

Bcmia  Car  Truck  Co. 
Columbia  Machine  "Works 
Electric  Service  Supplies  Co. 
General    Electric   Co. 
Nat'l   Ry.   Appliance  Co. 
Nuttall  &  Co..  R.  D. 

Generators 

American  Brown-Boverl 
Electric  Corp. 
General    Electric   Co. 
Weatinphouse    E.    &   M.    Co. 

Girder  Ralls 

Bethlehem   Steel  Co. 
^  Lorain  Steel  Co. 

Gongfi   (See  Hells  and  Gon^s) 

Grinders  and   Grindlns 
Supplies 
Metal   &  Thermit  Corp. 
Grinders.   Portable 

Railway   Traokwork    Co, 

^R"n**"*    Portable    Electric 

Railway    Track  work    Co. 

^n'"n*"*^    »ri'*kK    and    Wheels 

Railway    Tta<kwork    Co. 

Guard   Rail   Clamps 
1-orain    Steel    Co 
Raniapo    Ajax   Corp. 

Guard    Rails,   Tee   Rail   * 
AlaiiKanese 

Ramapo    Ajax    Corp. 
Wm.   Wharton.  Jr.   &  Co. 
Guards,    Trolley 
Elec.   Service    Supplier   Co. 
Ohio   Brass   Co. 

Harps,    Trolley 

Columbia    Machine    Works 
Elec.    Service    Supplies    Co. 
Nuttall   &  Co..    R.   D. 
Ohio    Brass    Co. 
Star  Brass   Works 

Headlights 

Elec.   Service   Supplies  Co. 
General    Electric   Co. 
Ohio  Brans  Co. 

HeadllnlnK 

Columbia    Machine    Works 
HaMkelite  Mfg.  Corp. 

Heaters.  Bus 

Nichols-LIntern    Co. 


Heaters,    Car    (Electric) 

Consolidated  Cai-  Heating:  Co. 
Gold   Car   Heat.    &    Ltg.   Co. 
Railway    Utility    Co. 
Smith   Heater  Co..  Peter 

Heaters.    €ar»    Hot    Air    and 
Water 

Smith  Heater  Co..  Peter 

Heaters,  Car  Stove 

Smith    Heater    Co.,    Peter 

Helmets,    Welding 

Railway     Trackwork     Co. 
Una  Welding:  &  Bonding*  Co. 

HoUtM    &   LiftH 

Columbia    Machine    Works 

Hose,  Bridees 

Ohio   Brass   Co. 

Hose,  Pneumatic 

Westtng-housf    Traction 
Brake   Co. 

Instruments,    .Pleasuring, 
Testing    and    Recording 
American    Steel    &    Wire  Co. 
General     Electric     Co. 
National    Ry.    Appliance   Co. 
VVestiiighouse   E.    &  M.   Co. 

Insulating    Cloth,    Paper    and 
Tape 

General    Electric   Co. 
Irvingtoii     Varnish    &    Ins. 

Co. 
Okonite  Co. 

Okonite-Callender  Cable   Co. 
WeHtnghonac  E.  &  M.  Co. 

Insulating    Silk 

irvini;^ioii    Varnish    &    Ins. 
Co. 

luHululing    Varnishes 

Ir\  iiig-toii     Varnish    &    Ins. 
Co. 

Insulation    (See  also   Paints) 

Electric  Ry.   Equipment  Co. 
Elec.   Service   Supplies   Co. 
Irvingtun    Varnish    &  Ins. 

Co. 
Okonite   Co. 

Okonile-Caliender   Cable    Co. 
Westinghouse  E.   &  M.  Co. 

InHulatlun    Slots 
Irviiigtoii    Varnish    je   Ins. 
Co. 

Insulator    Pins 

Elec.    Service    Supplies   Co. 
Ohio    Brass    Co. 

Insulators     (See    also    Line 

Materials ) 
Elec.    Ry.    Equipment   Co. 
Elec.     Service    Supplies    Co. 
General     Electric     Co. 
Irvingion    Varnish   &   Ins. 

Co. 
Ohio   Brass  Co. 
Westinghouse   E.   &  M.  Co. 

Int^lor    Side    Linings 

Haskelite    Mfg.    Corp. 

Jacks    (See   also   Cranes, 
Hoists    and     Lifts) 
Columbia  Machine  Works 
Elec,    Service    Supplies    Co. 

Joints,   Rail 

(See   Rail   Joints) 

Journal   Boxes 

Beniis   Car   Truck   Co. 
Brill    Co..    The  J.   G. 
CitK'innati   Car  Co. 

I>amp  Guards  and   Fixtures 

Elec.    Service    Supplif^s   Co. 
WcMtinghon»e   E.  &  M.  Co. 

Lamps,    .\rc    &    Incandescent 
(See     also     UeadUghts) 
General    Electric    Co. 
Westinghouse  E.   &  M.  Co. 

l,Amps,    Signal    and    Marker 

Elec.    Service    Supplies    Co. 
Nichols-Linleru  Co. 

Lanterns,    Classification 

Nichols-LIntern    Co. 

Letter    Boards 

Cincinnati  Car  CJo. 
Haskelite    Mfg.    Corp, 

Lighting    Fixtures,    Interior 

Electric  Service  Supplies  Co. 

Lightning    Protection 

Elec.   Service   Supplies   Co. 
General  Electric  Co. 
Westinghouse   E.    &   M.   Co. 

Line  Matfrrlal    (See  also 
Brackets,    Insulators, 

Wires,   etc.) 
Electric   Ry.   Equipment  Co. 
Elec.   Service   Supplies   Co. 
General    Electric   Co. 
Ohio  Brass  Co. 
Westinghouse    E.    &   M.   Co. 

Locking  Spring  Boxes 

Lorain  Steel  Co, 

Wni.  Wharton.   Jr.  &  Co. 


Locomotives.   Diesel   Electric 

American  Brown-Boveri 
Electric   Corp. 

Locomotives,    Electric 
Cincinnati  Car  Co. 
General    Electric  Co. 
Westinghouse   E.   &   M.   Co. 

Manganese    Parts 
Bemis    Car   Truck    Co. 

Manganese  Steel  Guard  Rails 

Ramapo    Ajax    Corp. 
Wm.  Wharton.  Jr..   &  Co. 

Manganese    Steel    Castings 

Lorain    Sleel   Co. 

Munganene,   Steel,   Special 
Track   Work 

Belhlehem   Steel  Co. 

Wm.    Wharton.    Jr.    &    Co. 

Manganese   Steel   Switches 
Frogs   and    Crossings 

Bethlehem    Steel   Co. 
Lorain    Aja.\    Corp. 
Ramapo    Ajax    Corp. 
Wm.    Wharton.   Jr.   &   Co. 

Mirrors,    Inside    &   Outside 

Cincinnati   Car  Co. 

Motor  Buses,   (See  Buses) 

Motors,     Electric 

Genera!    Electric   Co. 
Westinghouse  E.  &  M.  Co. 

Motor,  Generators  &  Controls 
for    Electric    Buses 

Generu  1    Electric    Co . 

Motf>r,  (lenerator  Sets 
American  Brown-Boveri 
Electric    Corp. 

.Motormua's  Seats 

Brill    Co..   The  J.   G. 
Cinciiniati    Car    Co. 
Elec.    Service   Supplie.s   Co. 
Hey  wood -Wake  field  Co. 

Nuts   and    Bolts 

Bemis  Car  Truck  Co. 
Cincinnati   Car  Co. 

Omnibuses     (See    Buses) 

Oxy- Acetylene     (See     Cutthig 
Apparatus) 

Packing 
Westinghouse     Traction 
Brake    Co. 

Paints   and    Varnishes 
(Insulating 

Elec.    Service    Supplies    Co. 
Irvington    Varnish   &   Ins. 
Co. 

Paints  &   Varnishes,  Railway 

National   Ry.   Appliance  Co. 

Panels,   Outside,  Inside 

Haskelite    Mfg.    Corp. 

Pickup.  Trolley  Wire 

Elec.    Service    Supplies    Co. 
Ohio    Brass   Go. 

Pinion   Pullers 

Elec.    Service    Supplies    Co. 

Pinions    (See  Gears) 

PI ns.    Case    Ha rdvned ,    Wood 
and   Iron 

Ohio    Brass    Co. 
Westinghouse  Traction 
Brake    Co. 

Pipe   Fittings 

Standard   Steel   Works 
Westinghouse  Tr.  Brake  Co. 

Planers    (See  Machine  Tools) 

Plates  for  Tee  Rail  Switches 

Ramapo    Ajax    Corp. 

Pliers,    Rubber    Insulated 

Elec.    Service    Supplies   Co. 

Plywood    Roofs,    HeafUinlngs, 
Floors,    Interior    Panels, 
Bolkheads.    Truss    Plunks 
Haskelite  Mfg.  Corp, 

Pole  Line  Hardware 

Bethlehem    Steel    Co. 
Elec.    Service    Supplies    Co. 
General   Electric  Co. 
Ohio  Brass  Co. 

Poles,  Metal 

Union   Metal   Mfg.   Co..   The 

Poles.  Metal  Street 

Elec.   Ry.  Equipment  Co. 

Poles,    Ties,    Posts,    Piling    & 
Lumber 

Bell    Lumber    Co, 

J.    F.   Prettyman    &   Son 

Poles    and    Ties,    Treated 

Bell   Lumber  Co. 

J.    F.    Prettyman    &   Son 

Poles,  Trolley 

Elec.    Service    Supplies    Co. 
Nuttall    Co.,    R.    D. 

Poles,  Tubular  Steel 
Elec.    Ry.    Equipment   Co. 
Elec.   Service   Supplies  Co. 


Portable    Grinders 

Railway   Trackwork    Co. 
Potheads 

Okonite  Co. 

Okonite-Callender  Cable  Co.. 
Inc. 

Power  Saving  Devices 
National   Ry.   Appliance   Co. 

Pressings,  Special  Steel 
Cincinnati    Co. 

Pressure,     Regulators 

General    Electric    Co. 
Westinghouse  E.   &'M.  Co. 
Westinghouse     Traction 
Brake    Co. 

Punches,    Ticket 

International  Cash  Register 
Co..    The 

Radiators 

Long   Mfg.    Co. 

Rail    Braces    and    Fastenings 

Raniapo     Ajex    Corp. 

Rail    Filler 

Carey  Co.,   The  Philip 

Rail  Grinders    (See  Grinders) 

Rail   Joints 

Rail    Joint    Co. 

Rail  Joints.  Welded 

Lorain    Steel    Co. 

Metal    &    Thermit    Corp. 

Rail   Welding 

Metal    &   Thermit   Corp. 
Railway    Trackwork    Corp. 
Una  Welding  &  Bonding  Co. 

Railway   Safety   Switches 

Consolidated    Car    Heating 

Co. 
Westinghouse   E.   &  M.   Co. 

Rattan 
Brill  Co..  The  J.  G. 
Elec.    Service    Supplies    Co. 
Hale-KIlburn    Co. 

Rattan   Car   Seat.   Webbing 

Hey  wood- Wakefield    Co. 

Rectifiers,    Mercury   Arc 
Power 
A  merlcan    Brown-Boveri 
Electric  Corp. 

Registers   and    Fittings 

Brill  Co..   The  J.  G. 
Cincinnati   Car  Co. 
Elec.    Service    Supplies    Co. 
International    Cash    Register 
Co.,   The 
Money   Meters.   Inc. 

Reinforcement,    Concrete 

American  Steel  &  Wire  Co. 
Bethlehem   Steel  Co. 
Carnegie    Steel    Co. 

Repair  Shop  Appliances    (See 
also   Coil   Banding  and 
Winding   Machines) 

Elec.     Service    Supplies    Co. 

Repair  Work    (See  also 
Coils) 

Westinghouse  E.  &  M.  Co. 

Replacers,   Car 

Cincinnati  Car  Co. 

Elec.    Service   Supplies    Co. 

Resistance 

Consolidated    Car    Heating 
Co. 
General  Electric  Co. 

Resistance,    Wire   and    Tube 

Westinghouse   E.   &  M,   Co. 

Retrievers,   Trolley    (See 
Catchers   and    Retrievers 
Trolley) 

Rheostats 

General   Electric  Co. 
Westinghouse  E.   &  M.  Co. 

Rooflng,  Car 

Haskelite  Mfg.  Corp. 

Roofs,  Car  and  Bus 
Haskelite    Mfg.    Corp. 

Safety  Control  Devices 
Safety  Car  Devices  Co. 

Sanders,    Track 

Brill  Co..  The  J.  G. 
Elec.    Service    Supplies    Co. 
Nichols-LIntern    Co. 
Ohio    Brass    Co, 

Sash    Fixtures.   Car 
Brill  Co..  The  J.  G, 
Cincinnati  Car  Co, 

Sash,   Metal   Car   Window 

Hale-KIIburn  Co. 

Scrapers,    Track     (See    Clean- 
ers   and    Scrapers    Track) 

Screw    Drivers.    Rubber 
Insulated 

Elcr-,    Service   Supplies   Co. 

Seating   Materials 
Brill  Co..  The  J.  G. 
Hale-KIlburn    Co. 
Heywood-Wakefield  Co. 


Seats.   RuH 

Brill   Co..   The  J.    G. 
Hak-Kilburn    Co. 
Heywood-Wakefield  Co. 
Seats,  Car   (See  also  Rattan) 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Hale-Kilburn  Co. 
Heywood-Wakefield  Co. 

Second    Hand    Equipment 

Electric  Equi|)ment  Co, 

Shades.    Vestibule 

Brill  Co..  The  J.  G. 
Cincinnati   Car  (2o. 

Shovels 

Brill  Co..  The  J.  G. 

Shovels,  Power 

Brill  Co..   The  J.   G. 

Side    Bearings    (See    Bearings 
Center  and   Side) 

Signals,    Car    Starting 
Consolidated    Car     Heating 

Co. 
Elec.     Service    Supplies    Co. 
National   Pneumatic   Co. 

Signals,    Indicating 

Nichols-LIntern     Co. 

Signal   Gates    (.Automatic) 

Standard    Automati*?    Signal 
Corp. 

Signal    Systems,    Block 

Elec.    Service    Supplies    Co. 
Nachod    and    United    States 
Electric  Signal  Co. 

Signal    Systems,    Highway 
Crossing 

Nachod    and    United    States 

Electric   Signal    Co. 
Standard    Automatic    Signal 

Corp. 

Slack    Adjusters    (See    Brake 
Adjusters) 

Sleet   Wheels   and   Cutters 

Cincinnati  Car  Co. 
Columbia    Machine     Works 
Elec.    Ry.   Equipment   Co. 
Elec.    Service    Supplies    Co. 
Nuttall    &    Co.    R.    D. 
American  Brown-Boveri 
Electric  Corp. 

Smokestacks.  Car 

NIchols-Lintern    Co. 

Snow   Plows 

National   Ry.   Appliance  Co. 

Snow-Plows,  Sweepers  and 
Brooms 

Brill    Co..    The    J.    G. 
Columbia    Machine    Works 

Snow   Sweeper,   Rattan 

J.    G.    Brill   Co. 

Hey  wood- Wake  field   dt. 

Soldering   ami    Bra/Jn;; 

Apparatus     (See    Welding 
Processes    and    Apputatus) 

Special  Adiipsive  Papers 

Irviiigton    Variiinh   &   Ins. 
Co. 

Special  Trackwork 

Bethlehem  Steel  Co. 

Lorain    Steel    Co. 

Wm.  Wharton.  Jr.  &  Co. 

Spikes  I 

Amcr-ican   Steel   &  Wire  Co,   ■       ] 

Splicing  Compounds  ', 

Westinghouse  E.   &  M.  Co.  ,] 

Splicing  Sleeves    (See  Clamps  i 

and   Connectors)  i 

SpringK  I 

National    Ry.   Appliance   Co, 

Springs,  Car  and  Truck  i 

American  Steel  Foundi'ies  -i 

American   Steel   &  Wire  Co. 
Bemis  Car  Truck  Co. 
Brill  Co.  The  J.  G. 
Cincinnati  Car  Co. 
Standard  Steel  Works 

Sprinklers.  Track  and  Road 

Brill  Co..  The  J.  G. 

Steel,  Electric  Furnace 

Tlmken    Roller    Bearing   Co. 

Steel.  Open  Hearth 
Tlmken    Roller    Bearing   Co. 

Steel  and  Steel  Prmluets 

American   Steel   &  Wire  Co. 

Steps,  Car 

Brill  Co..  The  J.  O. 
Cincinnati   Car  Co. 

Stokers.  Mechanical 

Babcock    &.   Wilcox   Co. 
Westinghouse  E.  &  M.  Co, 

Stop  Signals 

Nichols-LIntern   Co. 

Storage  Batteries    (See  Bat- 
terFes.  Storage) 

(Continued  on  page  52) 


May  26, 1928 


ELECTRIC   RAILWAY  JOURNAL 


47 


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The  DIFFERENTIAL  CAR 


Standard  on  | 

60  Railways  for  | 

Track  Maintenance  = 

Track  Construction  i 

Ash  Disposal  s 

Coal  Hauling  | 

Concrete  Materials  | 

Waste  Handling:  | 

Excavated  Materials  | 

Hauling  Cross  Ties  1 

Snow  Disposal  1 

Use  These  Labor  Saver*  | 

Differential  Crane  Car  = 

Clark  Concrete   Breaker  = 

Differential    3-way   Auto   Truck   Body  1 

Differential    Car    Wheel    Truck   and    Tractor  1 

THE  DIFFERENTIAL  STEEL  CAR  CO.,  Findlay,  O.  | 

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THE  WORLD'S  STANDARD 

*'IRVINGTON'' 


I  Black 

I    Varnished  Silk, 


and 
Varnished  Cambric, 


Yellow 
Varnished  Paper 


I    Irv-O-Slot  Insulation  Flexible  Varnished  Tubing 

I  Insulating   Varnishes   and   Compounds 

I        Irvington  Varnish  8C  Insulator  Co. 

I  Irvington,  N.  J. 

I  Sales  Representatives: 

f  Mitchell-Rand  Mfgr,  Co..  N.  Y.       Prehler  Brothers  Inc..  Chlcajro 

I  E.  M.  Wolcott.  Rochester                 White  Supply  Co..  St.  Louis 

I  I.   W.  Levine,  Montreal                      Clapp  &  LaMoree,  Los  Angele"        S 

i  A.  L.  Qillies.  Toronto                       Martin  Woodard.  Seattle                   i 

I  Consumers'  Rubber  Co.,  Cleveland                                     § 

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I    - 


Bethlehem  Products  for 
Electric  Railways 

Tee  and  Girder  Rails ;  Machine  Fitted  Joints ; 
Splice  Bars ;  Hard  Center  Frogs ;  Hard  Center 
Mates ;  Rolled  Alloy  Steel  Crossings ;  Abbott  and 
Center  Rib  Base  Plates;  Rolled  Steel  Wheels  and 
Forged  Axles;  Tie  Rods;  Bolts;  Tie  Plates  and 
Pole  Line  Material. 

Catalog  Sent  on  Request 
BETHLEHEM  STEEL  COMPANY,  Bethlehem,  Pa. 

BETHLEHEM 


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j.<itmiiiiiiiniiiHiiiiiittiitiiiMii(iiimtiiiiiiiMniijiHinjiiiLiMiiUiM'JM'a'''iiiniiiiiiiiiiiiiitiniiiiiiirii tiiiiiMiiiiiiiiiiinfiiminm: 

NACHOD  &  UNITED  STATE3; 
SIGNAL  CO.  INC 

LOUISVILLE.KY. 

BLOCK  SIGNALS 

FOR 

ELECTRIC  RAILWAYS 

HIGHWAY  CROSSING  SIGNALS 

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|IIIIIIIMIIMIIMIIMIIIIIIIIIIIIIIIIIIIIIIIIIIIIII MIIIMIMIIMI IIIIIIIIIIIIIIIIIIIIIIIIIIIIIMIIIIIIIIIIMIIIIIMIIIIIIMIIIIIIIIIIIIIIMIIIIMII^       I 

I  Waterproofed  Trolley  Cord  I    | 

=    The    finest    that    science    and    skill    can    produce.       For    endurance.     =      i 
s    economy  and  positive  satisfaction,  use  Silver  Lake  A.  =      = 


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B.  A.  HEQEMAN,   Jr.   Preiident     H.  A.  HEOEMAN.   First  Vlce-Prel.  >nd  Trau. 
F.  T.  SARGENT,   Secretary  J.  M.  PBATT.  VlM-Prei.  In  chtr««  ot  sales 

National  Railway  Appliance  Co. 

Graybar   BnildinK,   420   Lexington   Ave.,   New   York 

BRANCH   OFFICES 

Munsey  Bldg:..  Washingrton.  D.  C.       100  Boylston  St..  Boston,  Mass. 
Herein an-Castle  Corporation.  Railway  Exchange  Building.  Chicago,  111. 

RAILWAY  SUPPLIES  , 


SILVER  LAKE  COMPANY 


Newton  ville 
Mass. 


_  Manufaetureri  of   belt,   trolloy,   signal   and  other  cord*. 

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Tool   Steel   Gears    and   Piniona 
Angrlo- American     Varnish     Co., 

Vamiahes.   Enamels,  etc. 
National   Hand  Holds 
Genesco  Paint  Oils 
Dunham   Hopper  Door  Device 
Garland  Ventilators 
Walter  Tractor  Snow  Plows 
Feasible  Drop  Brake  Staffs 
Ft.    Pitt    Spring    &.    Ufg.    Co.. 

SprinffB 
Bell  Reerister  Fare  Boxes 


Flaxlinum  Insulation 

Economy  Electric  Devices  Co. 

Power  Saving  and  Inspection 
Meters 

National  Safety  Devices  Com- 
pany's Whistle  Blowers, 
Gong:  Ringers  and  Brake 
Hangers 

Godward  Gas  Generators 

Cowdry  Automotive  Brake 
Testing  Machine 


=      laiiiitiiiiiiiiiiJiiiiiiiiiniiiiiiiiiniitiiiuiiriiiiiiiiriiniiiiiitiiitiiiiiiniHiiiiiiniiiiiiiiiiiiitiiiniiiiiniiiiiniiiiiniiitiiniiiiiitiiiiiitiiiiiiiiD 


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Gets  Every  Fare  I 

FEREY  TURNSTILES    i 
or  PASSIMETERS        [ 

Use  them  in  your  Prepayment  Areas  and         | 
Street  Cars  | 

Perey  Manufacturing  Co.,  Inc.     i 

101  Park  Avenue,  New  York  City  I 

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I  ffAIUWAI{  I  ffiUfy  f<OMPANl( 


1 


ATS 


Better  Quality  Seats 
For  Cars  and  Buses 


Hale-Kilburn  Co. 

1800  Lehigh  Ave.,  Philadelphia.  Pa. 


CAR  COMFORT  WITH 

UTILITY 


2341-2347    Indiana    St. 

Chleago,  111. 

itiiiiiimiiimiiMiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii 


HEATERS 

REGULATORS 

VENTILATORS 


Write  for  1388  Broadway 

Catalotme  New  York,  N.  T. 

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3 
I 

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I    RAIL  JOINTS 

I  The  Rail  Joint  Company 

I  165  Broadway,  New  York  City 

s 

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I 


48 


ELECTRIC  RAILWAY  JOURNAL 


May  26,  1928 


ALPHABETICAL  INDEX  TO  ADVERTISEMENTS 


Page 
A 

American   Brass  Co..   The 41 

Americau  Brown  Boveri  Electric 

Corp 8 

American   Car   Co Third  Cover 

American  Sleel  Foundries 19 

American  Steel  &  Wire  Co 46 

Anaconda   Copper   Mining  Co...    41 


Babcock  &  Wilcox  Co 41 

Beeler  Organization    40 

Bell  Lumber  Co 41 

Bemis  Car  Truck  Co 42 

Bethlehem  Steel  Co 47 

Brill   Co..   The  J.  G.  ..  .Third  Cover 

Buchanan  &  Layngr  Corp 40 

Byllesby  Co.,    H.  M 40 


0 

Carey  Co..  The  Philip 37 

Cincinnati  Car   Co 16.  17 

Cleveland    Fare    Box    Co 46 

Collier,    Inc..    Barron   G 31 

Columbia    Machine    Works 39 

Consolidated  Car  Heating  Co...  47 


Day  &   Zimmermann,   Inc 40 

Dayton  Mechanical  Tie  Co 18 

Differential  Steel  Car  Co.,  The .  .    47 


Electric  Equipment   Co 43 

Electric   Ry.   Equipment   Co....    4'J 
Electric  Service  Supplies  Co.  .  .  .      n 


Page 

F 

Falle  &  Co.,  E.  H 40 

Ford.  Bacon  &  Davis 40 

■For   Sale"    Ads 43 


O 


General    Electric    Co 23 

General  Motors  Truck   Co., 

Insert  25.  26.  27,  28 
Gold  Car  Heating  &  Lighting  Co.   46 


H 

Hale-Kilburn    Co 47 

Haskelite   Mfg.   Corp 45 

"Help   Wanted"    Ads 43 

Hemphill   &   Wells    40 

Heywood-Wakefleld  Co 29 

Hoist    Englehardt   W 40 


International   Register   Co.,    The.  41 

International  Steel   Tie   Co 7 

Irvington    Varnish    &    Insulator 
Co 47 


Jackson,   Walter    40 

Johnson  Fare  Box  Co 43 


Kelker.    DeLeuw    &    Co 40 

Kuhlman  Car  Co Third  Cover 


Page 

I. 

Long   Mlg.    Co 24 

Lorain   Steel   Co 45 

M 

McClellan  &  Junkersfeld    40 

McGraw-Hill    Book    Co 38 

Metal   &   Thermit   Corp 31 

Money    Meters,    Inc "45 

N 

Nachod  and  U.  S.   Signal  Ci.  .  .  47 

National  Brake  Co.,  Inc 23 

National  Pneumatic  Co 15 

National    Ry.    Appliance   Co ...  .  47 

Nichols   Lintern   Co 41 

Nuttall  &  Co..  R.  D.  ..  Second  Cover 

O 

Oakite  Products,   Inc 42 

Ohio   Brass  Co 5 

Okonite-Callender  Cable  Com- 
pany,   Inc.,    The 46 

Okonite    Co..    The 46 

P 

Percy  Mfg.    Co..    Inc 47 

Positions   Wanted   and   Vacant..  43 

Prettyman  &  Sons,  J.  F 39 

K 

Rail  Joint  Co 47 

Railway  Track-work  Co 6 

Railway  Utility  Co 47 

Raniapo  Ajax  Corp 41 

Richey,   Albert    40 

Roebling's  Sons  Co..  John  A...  45 


Page 

8 

Safety   Car   Devices  Co 20 

Sanderson  &  Porter   40 

Searchlight    Section    43 

SUver  Lake  Co 47 

Smith    Heater   Co..    Peter 45 

Standard  Atitomatic  Signal  Corp. 24b 

Standard  Steel  Works  Co 39 

Star   Brass  Works 41 

Stevens  &  Wood,  Inc 41 

Stone  &  Webster    40 

Stucki    Co..    A 45 

Sttidebaker   Corp.    of   America.  .24a 


Timken  Detroit  Axle  Co. .  Back  Cover 
Timken  Roller  Bearing  Co.,  The, 

Front  Cover 
Twin    Coach    Corp., 

Insert  11.  12,  13,  14 


U 


Una  Welding   &   Bonding   Co ,  . .    45 
Union  Metal   Mlg.  Co..  The ....    32 


Versare   Corp .  .  .  Insert  33,  34,  35,  38 


"Want"    Ads 4:i 

Wason    Mfg.    Co Third  Cover 

Westinghouse  Elec.  &  Mfg.  Co .  .  4 
Westinghouse  Traction  Brake  Co.  10 
Wharton,  Jr.  &  Co..  Inc.,  Wm .  .  42 
"What   and  Where   to  Buy" 

44,  46.  -IS 
White  Eng.  Corp..  The  J.  G.  .  .  .  4ii 
Wish  Service,  The  P.  Edw 40 


Strain  Insulators 

Eiec,  Service  Supplies  Co. 
General  Electric  Co. 
Ohio  Brass  Co. 
Westinghouse  E.  &  M.  Co. 

Strand 
American  Steel   &  Wire  Co. 
Roebling's  Sons  Co.,  J.  A. 

Street  Cars    (See   Cara, 
Passenger,    FreiKht, 
Kx  press) 

Structural   Steel 

American    Brown-Boveri 
Electric  Corp, 

Superheaters 

Babcock  &  Wilcox  Co. 

Sweepers,  Snow    (See  Snow 
Plows.  8weep,ers  and 
Brooms) 

Switches 

American    Brown-Boveri 
Electric  Corp. 
General  Electric  Co. 

Switch  Stands  and  Fixture* 

Ramapo-Ajax  Corp. 

Switches,  Selector 

Nichols-Lintern   Co. 

Switches  and  Switchboards 

Consolidated  Car  Heating    . 

Co. 
Elec.   Service  Supplies  Co. 
Westinghouse  E,  &  M.  Co. 

Switches,  Tee  Rail 

Ramapo-Ajax  Corp. 

Switches,  Track    (See  Track 
Special  Work 

Tampers,  Tie 

Railway  Trackwork  Co. 

Tapes  and  Cloths    (See  Insu- 
latlnK  Cloth,   Paper  and 
Tape) 

Tee  Rail  Special  Track  Work 
Lorain  Steel  Co. 
Ramapo-Ajax  Corp. 

Telephones  and  Parts 
Elec.  Service  Supplies  Co. 


WHAT  AND  WHERE  TO  BUY— Continued  from  pages  46 


Telephone  &  TeleKrapb   Wire 

American  Steel  &  Wire  Co. 
John  A.  Roeblings  Sons  Co. 

Testing       Instruments       (See 
Instruments,   Measuring, 
Testing,  etc.) 

Thermostats 

Consolidated    Car   Heating 

Co. 
Gold  Car  Heating  &  Jjlght- 

Ing  Co. 
Railway   Utility   Co. 
Smith  Heater  Co..  Peter 

Ticket  Choppers  and 
Destro.verH 

Elec.  Service  Supplies  Co, 

Ties,  Mechanical 
Dayton  Mechanical  Tie  Co. 

Ties  and   Tie  Rods,  Steel 

International  Steel  Tie  Co. 

Ties,  Wood  Cross  (See  Poles, 
Ties,  Posts,  etc.) 

Tokens 

Johnson   Fare  Box  Co. 

Tongue  Switches 
Wm.  Wharton.  Jr.   &  Co. 

Tools,    TracK    &    Miscellane- 
ous 

American   Steel   &  Wire  Co. 
Columbia  M.'irhiuc  Works 
Elec.  Service  Supplies  Co. 
Railway  Trackwork  Co. 
Ramapo-Ajax    Corp. 

Towers  and  Transmission 
Structure 

American    Bridge    Co. 
Westinghouse    E.    &   M.   Co, 

Track  Grinders 

Metal  &  Thermit  Corp, 
Railway  Trackwak  Co. 
Ramapo-Ajax    Corp. 

Track,   Special    Work 

Columbia    Machine    Works 
Ramapo-Ajax  Corp. 

Trackless  Trolley  Cars 
Brill   Co..  The  J.  G. 


Transformers 
American    Brown-Boveri 

Electric  Corp. 
General   Electric  Co. 
Westinghouse  E.   4  M.   Co. 

Treads,  Safety  Stair, 
Car  Step 

Cincinnati    Car   Co. 

Tree  Wire 

Okonite   Co. 
Okonite-Callender  Cable  Co. 

Trolle.v  Bases 

Nuttall  &  Co..  E.  D. 
Ohio  Brass  Co. 

Trolley  Bases,  Retrieving 

Nuttall  &  Co..  R.  D. 
Ohio  Brass  Co. 

Trolley  Buses 

Brill   Co..  The  J.   G. 
Westinghouse  E.  &  M.  Co. 

Trolley  Material,  Overhead 

Eles,   Service   Supplies  Co. 
General   Electric  (5o. 
Ohio  Brass  Co. 
Westinghouse    E.    &   M.   Co. 

Trolley  Wheel  Bushings 

Star   Brass   Works 

Trolley    Wheels    (See    Wheels 
Trolley) 

Trolley  Wire 

American    Brass    Co. 
American  Steel  &  Wire  Co. 
Anaconda   Copper   Min.    Co. 
Roebling's  Sons  Co.,  J.  A. 

Trucks,   Car 

Bemis  Car  Truck  Co. 
Brill   Co.,   The  J,   G. 
Cincinnati  Car  Co. 

Truss  Planks 

Haskelite  Mfg.  Corp. 

Tuhlng,    Htcel 
Timken    Holler  Bearing   Co. 

Tubing,   Yellow  and  Black 
Flexible  Varnish 
Irvington    Varnish    &    Ins. 
Co. 


Turbines,  Steam 

American    Brown-Boveri 

Electric   Corp. 
General  Electric  Co. 
Westinghouse   E.   &  M.   Co. 

Turntables 

Elec.  Service  Supplies  Co. 

Turnstiles 

Elec.  Service  Supplies  Co. 
Percy  Mfg.  Co.,  Inc. 

Valves 

Ohio  Brass  Co. 
Westinghouse    Tr.     Br.     Co. 

Varnished    Papers    and    Silks 
Irvington    Varnish    &    Inn. 
Co. 

Ventilators,  Car 

Brill  Co.,  The  J,  G, 
("Incinnali  Car  Co, 
Consolidated  Car  Heating 

Co, 
Nichols-Lintern  Co. 
Nat'l   Ry,  Appliance  Co. 
Railway  Utility  Co. 

Vestibule    Linings 
Haskelite  Mfg.  Corp. 

Welded  Rail  Joints 

Metal  &  Thermit  Corp. 
Uallwjiy  Trackwork   Co. 
Una  Welding  &  Bonding  Co 

Welders,   Portable   Electric 

General  Electric  Co. 
Ohio  Brass  Co. 
Railway   Trackwork  Co. 
Una  Welding  &  Bonding  Co. 
Westinghouse   E.    &   M.   Co. 

Welders,  Rail  Joint 

General   Electric  Co. 
Ohio  Brass  Co. 
Railway  Trackwork   Co. 

Welding  Processes  and 
Apparatus 

Metal   &  Thermit  Corp, 
Ohio  Brass  Co. 
R.ailway   Trackwork   Co. 
Una  Welding  &  Bonding  Co. 
Westinghouse  E.  &  M.  Co. 


Welding,   Steel 
Railway   Trackwork  Co. 
Roebling's  Sons  Co..  J.  A. 

V^'eldinK  Wire 

American  Steel   &  Wire  Co. 
Railwa,v  Trackwork  Co. 
Roebling's  Sons  Co..  J.   .\. 

Welding  Wire  and  Rods 

Railway  Trackwork   Co. 

Wheel  Guards  See  Fenders 
and  M'heel  Guards) 

M'heel  Presses    (See  Mnchiiir 
Tools) 

Wheels,    Car,    Steel    &    Steel 
Tire 

American    Steel    Foundries   ■ 
Bemis  Car  Truck  Co. 
•Standard  Steel  Works 

Wheels,  Trolley 

Columbia  Machine  Works 
Elec.  Ry.  Equipment  Co. 
Elec.  Service  Supplies  Co 
Natuinal  Hearing  Metals 

Corp. 
Nuttall  &  Co.,  R,  D. 
Ohio  Brass  Co  . 
Star  Brass  Works 

Whistles,  Air 
Ohio  Bi-ass  Co. 
Westinghouse  E.  &  M.  Co. 
Westinghouse    Traction 
Brake   Co. 

Window  Guards  &  Fittings 

CiticiiMiati  Car  Co. 

Wire   Rope 

Amci-icati   Steel   Sc  Wire  f«i 
Roebling's  Sons  Co..  J.  A. 

Wires  and  Cables 

Anierican   Brass   Co. 
American   Steel   &  Wire  <'" 
Anaconda  Copper  Min,  Co. 
General  Electric  Co. 
Okonite  Co. 
Okonite-Callender  Cable  Co  . 

Inc. 
Roebling's  Sons  Co..  J.  A. 
Westinghouse   E.    &  M.   i  " 


Mav  26, 1928 


ELECTRIC  RAILWAY  JOURNAL 


ELECTRIC  RAILWAY  JOURNAL 


Wh 


silence  is 


reaHygolden 


At  the  Railway  Supply 

Manufacturers    Asso' 

ciation  Convention 

Atlantic  City,  N.  J. 

June  20  to  27 

Exhibit  Space, 

725  and  726 

Headquarters : 

RitZ'Carhun  Hotel 


TIM  KEN  Worm  Drive  Axles  are  silent.  That  silence 
is  significant.  It  means  efficiency  and  long-life;  just 
as  noise  tells  of  wear  and  diminishing  efficiency. 

The  more  experience  you  have  with  Timken  Worm 
Drive  Axles,  the  stronger  will  your  conviction  be  that 
their  silence  is  golden  —  a  cash  asset. 

THETTIMKEN'DETROIT  AXLE  CO.,  DETROIT,  MICH. 

TIMKEN 


EtCCTRJC  RAriWAY 


J  0  U  R  N AL 


'-Hill  Publishing  Company,  Inc. 


JUNE  2,  1928 

•  iuOoivi^    rudi-iu  L.ibtiAi 
HOUSTON^JDEXAS. 


Twenty  Cents  Per  Cop 


THE     MODERN     WHEEL    FOR     BUSES     AND     TRUCKS 

ONE-PIECE,    HIGH-CARBON.     FORGED    ST  E  E  L  -   ST  RO  N  G  EST     PER     POUND 

EASILY    HANDLED.     GOOD-LOOKING     SPOKE-TYPE    CONSTRUCTION 

RIGID.    POSITIVE,    SIMPLE    MOUNTING 

COOLEST    OPERATION    AND    TIRE-SAVING 

DISSIPATES    SOUNDS  CLEANS    THOROUGHLY 

SPONSORED     BY    WORLD'S     LARGEST    WHEEL    MANUFACTURERS 

MOTOR    WHEEL    CORPORATION.    LANSING,    MICHIGAN 


ELECTRIC  RAILWAY  JOURNAL 


June  2, 1928 


Be  it  resolved  that: 

Modernized    Electric    Railway    Transportation    contributes 
to    the    welfare    and  prosperity   of  city,    state   and  nation. 


In  Kansas  City~ 


THE  interest  of  the  nation  now  centers  upon  Kansas  City  and  Hous- 
ton, acting  as  hosts  to   the   National  Conventions   or  Republicans 
and  Democrats,  respectively,  in  June. 

Delegates  to  both  Conventions  will  endorse  the  foregoing  resolution  so  outstandingly 
exemplified  in  the  excellent  transportation  service  afforded  by  the  Kansas  City  Public 
Service  Company  and  the  Houston  Electric  Company. 

Up-to-date  cars,  rebuilt  track,  an  efficient  personnel,  and  Westinghouse  motors  and 
control  make  the  superior  electric  railway  service  possible  in  these  flourishing  cities. 


Below— The  Home  of  Dem- 
ocratic National  Convention, 
■eating  25,000  people. 

Right — One  of  the  new  20 
de  luxe  cars  recently  placed 
in  service  in  Houston.  They 
have  Westinghouse  Type  5 10 
Motors  aiui  K  ControL 


In  Houston-- 


r.  w^^  ^'r^ 

^I^^^^^^^^^B 

*  10 


Westinghouse 


MORRIS  BUCK 
Manasing  Editor 

JOHN  A.  MILLEB,  Js. 
Associate  Editor 

CLABENCE  W.  SQUIEB 

Associate  Editor 

GEOBGE  J.  MaoMUBBAY 

News  Editor 

0.  W.  JAMBS.  Jb. 
Assistant  Editor 


Charles  Gordon,  Editor 


h.  r.  sToix 

General  Manaser 


HENRY  W.  BLAKE 
Senior  Editor 
L.  H.  CHURCH 
Assistant  Editor,  Chicago 
PAUL  WOOTON 
Washington  Correspondent 
ALEX  McCALLUM 
Editorial  Representatlre 
London,  Ensland 


Vol.71,  No.  22 


June  2,  1928 


Pages  885-926 


CONTENTS 


Pittsburgh  Seeks  More  Popular  Street  Car 888 

By  Charles  Gordon 

In  its  search  to  provide  better  facilities  for  its  patrons  the  Pittsburgh  Railways 
has  had  built  two  experimental  cars  which  embody  many  innovations.  Detailed 
descriptions  are  given  of  the  design  features  of  the  two  cars,  which  differ  in  a 
number  of  respects. 

Safety  Drive  Helps  Reduce  Accidents  26.9  Per  Cent  in  April . .  896 

This  year  the  Philadelphia  Rapid  Transit  system  took  part  in  a  state-wide  safety 
campaign  instead  of  conducting  a  separate  campaign  as  it  did  last  year.  The 
street  car  and  rapid-transit  system  went  through  the  month  without  a  fatal 
accident. 

Levis  Tramways  Increases  Revenue  with  Weekly  Pass 901 

By  H.  E.  Weyman 

Experiences  with  various  fare  schedules  have  convinced  the  management  of 
this  Canadian  property  that  it  is  possible  to  popularize  the  fares  for  the  regular 
riders  without  antagonizing  the  occasional  •  patrons.  A  downward  tendency  in 
revenue  was  checked  and  there  has  been  a  gradual  increase  since  the  adoption 
of  the  new  fare  system. 


Editorials 885 

Pares,  Too,  Can  Be  Made  to  Please  the  Patrons. 

A  Modern  Maintenance  Plant. 

Pittsburgh  Joins  the  Pioneers. 

Chicago's  5,441  Honor  Men. 

Safety  Campaigns  Need  Concentrated  Responsibility. 

Non-Political  Control  Suggested  for  Municipal  Railway. 

Electric  Railway  Practice  on  Both  Sides  of  the  Atlantic. 

Large  Electric  Locomotives  for  France 895 

Cross-Seats  for  200  Detroit  Trailers 900 


Railway  Wages  Increased  3  Per  Cent 

Between  1926  and  1927 903 

Cleveland  Light  Metal  Car  Uses  Less  Energy .  .  904 

Window  Wipers  Speed  Operation 904 

The  Readers'  Forum 905 

Maintenance  Methods  and  Devices 908 

Association  Activities 910 

News  of  the  Industry 914 


McGRAW-HILL  PUBLISHING  COMPANY,  INC.,  Tenth  Ave.  at  36th  St.,  New  York,  N.  Y. 


JAMES  H.  McGRAW,  President 

JAMES  H.  McGRAW.  Jr..  V.-Pres.  and  Treas. 

MALCOLM  MDIR.  Vice-President 

EDWARD  J.  MEHREN.  Vice-President 

MASON  BRITTON,  Vice-President 

EDGAR  KOBAK.  Vice-President 

C.  H.  THOMPSON.  Secretary 


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ELECTfifc  Railway  Joi-'knal  is  omrlal  corresDondent  In  the 
United  States  for  Unlone  Internationale  de  Tramways  de  Chem- 
1ns  de  fer  d'Intfiret  local  et  de  Transports  Publics  Automobiles 


Cable  Address  "Machinist,  N.  Y.' 

Publlshera  of 
Engineering  News-Record  American  Machinist 

Power  Chemical  and  Metallurgical  Engineering 

Coal  Age  Engineering  and  Mining  Journal 

Electrical  Merchandising 

Ingenieria  Intemacfonal         Electric  Railway  Journal 

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Electrical  World  Radio  Retailing 

Electrical  West 

(Publithed  in  Ban  Franeitco) 

American  Machinist — European  Edition 

(Publiahed  in  London) 


1928 


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Copyright,    1928.    by  McGraw-Hill   Pul)llsbinE  Company,   Inc. 

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Advertising  Index — Alphabetical,  48;  Classified,  36,  38,  40;  Searchlight,  35 


ELECTRIC  RAILWAY  JOURNAL 


June  2,  1928 


BETTER  RAIL,   BETTER  TRANSPORTATION 


New 

days, 
new  ideas 


In  1900,  the  rides  you  sold  were 
compared  with  steel  tired  rides 
on  dirt  and  poor  macadam. 

The  ride  you  sell  today  is  com- 
pared with  balloon  tires,  shock 
absorbers  and  concrete  roads. 

Only  with  smooth,  silent  track 
can  you  meet  and  beat  this 
competition. 


3132-48  East  Thompson  Street,  Philadelphia 

AGENTS: 
Chester  P.  Qallor.  50  Church  St.,  New  York. 
Cfaaa.  N.  Wood  Co..  Boaton 
Electrical  Engineering  &  Hit.  Co.,  Pittsburgh 
H.  F.  McDermott,  208  S.  LaSalle  St.,  Chicago 
P.  W.  Wood  Railway  Supply  Co..  New  Orleans,  La, 
Equipment  St  Engineering  Co.,  London 
Fraiar  &  Co.,  Japan 


Eureka  Radial  Rail  (irinder 


Vulcan  Rail  Grinder 


Reciprocating   Track   Grinder 


"AJax"  Electric  Arc  Welder 


BETTER   RAIL,   BETTER  TRANSPORTATION 


June  2,  1928  ELECTRIC  RAILWAY  JOURNAL 

i| I  IWIII  lill'|i||li|Willl l" 


The  ZP  Special 

A  sturdy  recess  mounted  incandescent 
headlight.  Furnished  with  either  Crys- 
tal or  Gold  Ray  Prismatic  glass  8X-inch 
reflector.  Adjustable  lamp  receptacle, 
for  regular  or  focus  type  lamp,  23  to 
94-watt  lamp  may  be  used.  Case  and 
door  of  heavy  Armco  sheet  steel,  fin- 
ished in  baked  black  enamel.  Door 
hinged  at  top  and  fitted  with  Standard 
plunger  door  catch.  Convex  lens  of  heat 
resisting  glass.  See  page  33,  Catalog 
Supplement  No.  1. 


The  cars  in  addition  to 
being  equipped  with  O-B 
Headlights  also  are  fitted 
with  OB  Trolley  Catchers. 


The  Best  Headlight  Buy! 

ON  the  new  cars  for  a  large  property  in  an  Eastern  city, 
O-B  Headlights  have  again  demonstrated  that  they  are  the 
most  suitable  headlights  for  large  as  well  as  small  properties. 

Lowest  first  cost  is  an  important  consideration.  Almost  total 
elimination  of  maintenance  for  a  long  period  of  years  is  an- 
other. Both  are  combined  in  the  ZP  Special— the  O-B  Head- 
light expressly  designed  for  city  service. 

The  ZP  Special  is  a  recess  mounted  incandescent  headlight 
of  extremely  shallow  design,  fitted  with  an  8f-inch  Prismatic 
glass  reflector.  Beam  spreads  on  a  horizontal  plane,  illum- 
inating both  sides  of  the  track,  yet  giving  ample  pick-up. 

Every  operator  of  a  street  railway  property  can  well  consider 
this  O-B  Headlight  as  a  mighty  important  "Dollars  and  Sense" 
method  of  increasing  net  income. 

Ohio  Brass  Company,  Mansfield,  Ohio 

Canadian  OhiO  BrMSsCo.,  Limited 

Niagara  Falls,  Canada 

eiio 


rassCo. 


NEW  YORK  CHICAGO 

PHILADELPHIA 


PITTSBURGH  ATLANTA  CLEVELAND 

ST.  LOUIS        SAN  FRANCISCO        COS  ANGELES 


PORCELAIN 

INSULATORS 

LINE  MATERIALS 

RAIL  BONDS 

CAR  EQUIPMENT 

MINING 

MATERIALS 

VALVES 


II 


i 


ELECTRIC  RAILWAY  JOURNAL 


C^ 


t««»ir 


b 


Set  Free  from 
a  Troublesome  Task 

Inventive  genius  lias  elimi- 
nated the  waste  of  effort  involved 
in  hand  firing;  in  hand  ^^piimp^ 
ing'^  a  section  car  and  in  many 
another  railroad  activity* 

In  the  car  repair  shop  it  has 
ended  the  routine  task  of  re- 
turning steel  wheels*  By  means 
of  a  special  heat-treated  steel 
composition  the  Davis  "One- 
Wear"  Steel  Wheel  develops  the 
desired  long  life  without  a  single 
contour  conditioning*  It  sets  free 
labor,  material  and  money  for 
other  productive  work. 

American  Steel  Foundries 

NEW  YORK  CHICAGO  ST.LOUIS 


June  2, 1928 


ELECTRIC  RAILWAY  JOURNAL 


There  are 

five  years  of 

mat  mileage 

in  every 

WEAR^PROOF  MAT 


plus 

safety, 

sanitation^ 

resiliencyf 

economy* 


Here  are  the  reasons  why  Wear-Proof 
Mats  are  guaranteed  for  five  years. 

1  They  are  flexible,  can  be  rolled  up 
'■■  like  a  rug  and  will  not  warp  nor  turn 
up  at  edges. 

/  They  may  be  used  on  both  sides. 

O  The  slip -proof  construction  minimizes 
*^  the  danger  of  accidents  to  passengers 
as  they  furnish  a  secure  footing  in  both 
wet  and  dry  weather. 


The  Wear-Proof  Mat  besides  its  practical 
features  furnishes  a  covering  that  greatly 
enhances  the  interior  attractiveness  of 
cars.  It  can  be  supplied  in  any  rec- 
tangular shape  and  in  one  or  more  pieces. 

If  you  are  outfitting  cars,  The  Wear- 
Proof  Mat  is  a  feature  you  can't  afford 
to  neglect  for  appearance  and  economy. 
We'll  be  glad  to  send  further  particulars 
on  Wear-Proof  Mats  if  you'll  write  us. 


Home  office  and  plant  at  17th  &  Cambria  St.,  PHILADEUHIA ;  District 
office  at  111  N.  Canal  St.  CHICAGO;  50  Church  St.,  NEW  YORK; 
Bessemer  Bldir.,  Pittsburgrh;  88  Broad  St.,  Boston:  General  Motors  Bldi?., 
Detroit;  316  N.  Washington  Ave..  Scranton;  Canadian  Agents,  Lyman  Tube 
&  Supply  Company,  Ltd..  Montreal,  Toronto,  Vancouver. 


MANUFACTURER  OF  RAILWAY,  POWER 


I 


ELECTRIC  RAILWAY  JOURNAL 


June  2,  1928 


The  Westinghouse  Variable 
Load  Brake  is  an  attachment 
tor  use  with  straight  air  or 
semi-automatic  equipments  by 
means  of  which  the  brake 
cylinder  pressure  is  auto- 
matically adjusted  as  the  car 
weight  changes,  to  provide  the 
same  retarding  effect  through- 
out    range     of     passenger     load. 


if mr  cars 

'hd  the 


Confer  with  our  repre- 
sentative regarding  the 
desirability  of  Westing- 
house  Variable  Load 
Brakes  for  your  new  cars. 


WHEN  thoroughfares  are  congested  .   .   . 
when  other  vehicles  are  contending  for 
the  right  of  way  .    .    .  when  traffic  de- 
mands are  greatest  .  .  .  are  your  cars  as  mobile  as 
other  conveyances  that  use  the  streets  .    .    .  can 
they  lead  the  traffic  rather  than  lag  behind? 

They  can  if  equipped  with  the  Westinghouse 
Variable  Load  Brake,  This  modern  brake  for 
modern  cars  is  as  effective  on  loaded  cars  as  on 
empty  cars  and  assures  uniformly  short  stops  under 
all  conditions.  It  furnishes  adequate  control  to 
enable  cars  to  hold  their  place  in  the  traffic  stream. 


WESTINGHOUSE  TRACTION  BRAKE  CO. 

General  Office  and  Works,  WILMERDING,  PA. 


WeshnghousTractiok  Br4kesi 


June  2. 1928 


ELECTRIC   RAILWAY  JOURNAL 


TRACK  BUILDING 
IS  AN  INDUSTRY 


BUILDING  paved  track  is  no  longer  a  question  of 
sending  out  a  couple  of  labor  gangs  and  watching 
them  get  going.     Track  building  is  an  industry, 
and  as  in  other  industries,  mass  production  methods  and 
machinery  save  time,  save  money,  and  do  a  better  job. 

The  thought  behind  all  this  is  standardization.  Standard- 
ized cars,  standardized  track  building — standardized  ties. 

Steel  Twin  Ties 
are  standard,  uni- 
form, durable. 

Let  us  quote  you 
on  delivered 
prices  for  third 
quarter  delivery. 
Have  you  seen  the 
new  compression 
tamper?  We'll  be 
glad  to  arrange  a 
demonstra- 
t  i  o  n — o  n  your 
property. 


Demonstration  of  Compression  Tamping  Machine 


THE  INTERNATIONAL  STEEL  TIE  CO. 
CLEVELAND,  OHIO 


SHEL  TWIN  TIE  TRACK 

THE    BASE    OF     MODERNIZATION 


10 


ELECTRIC  RAILWAY  JOURNAL 


June  2. 1928 


A  "Joint"  Debate  J 

When  facts  are  clearly  stated,  and  arguments  pro  and 
con  are  honestly  made,  a  majority  generally  will  be  found 
to  favor  the  better  proposition.  Our  experience  has 
proved  it  in  the  railway  field. 

The  railways  have  found  that  Thermit  welding  does 
eliminate  joint  maintenance.  They  have  seen  Thermit 
welds  lasting  without  repair  for  twelve  to  fifteen  years. 
They  have  had  new  track  laid  with  Thermit  welds,  stay 
"new"  for  years  and  years.  They  have  learned  that 
"first  cost  is  the  last  cost,"  and  have  seen  that  "first  cost" 
brought  down,  by  quantity  production,  to  figures  com- 
petitive with  any  other  process. 

That's  why  almost  65%  of  the  new  and  reconstructed 
city  track  in  recent  months  is  "Thermit-welded." 

Let  your  engineer  act  as  judge  of  the 
*'joint"  debate.  He's  qualified  by  train- 
ing and  experience  to  best  appreciate  the 
arguments. 


MBTAL.   ^THERMIT  C0R.P0RATI01v<? 

BF^PADWAY  .NEW  YORK. 


PITTSBURGH 


CHICAGO 


N.Y. 


BOSTON 


SOUTH    SAN   FRANCISCO 


TORONTO 


June  2, 1928 


ELECTRIC  RAILWAY  JOURNAL 


11 


NATIONAL  PNEUMATIC  COMPANY 

Executive  Office:  Graybar  Building,  New  York 


CHICAGO 
518  MeCormick  Building 


General  Works:   Rahway,  New  Jersey 

MANUFACTURED  IN  PHILADELPHIA  • 

TORONTO,   CANADA,   BY  1010  Colonial  Trust  BuUdinffJ* 

Railway  &  Power  Eng-ineerin?  Corp.,  Ltd. 


12 


ELECTRIC  RAILWAY  JOURNAL 


June  2, 1928 


"SPEED  with  SAFETYil 


"Beauty  with  Low  Cost" 


"Lightweight  with  Strength" 


"Capacity  with  Comfort* 


June  2,  1928  ELECTRIC  RAILWAY  JOURNAL  13 

means  fast  schedules  and  a  decrease 
of  30%  to  60%  in  stopping  time 

Cincinnati  BALANCED  LIGHT- 
WEIGHT cars  are  maintaining, 
consistently,  fast  schedules  wher- 
ever they  are  in  operation. 

They  are  writing  an  enviable  record 
in  reports  of  "accidents  prevented," 
due  to  their  CINCINNATI  DUPLEX 
AIR  MAGNETIC  BRAKING 
EQUIPMENT. 

What  will  a  decrease  of  from  30% 
to  60%  in  the  time  required  to  bring 
your  cars  to  a  halt  in  an  emergency 
mean  in  reduced  accident  claims? 

We  will  be  glad  to  show  you  actual 
reports. 


CINCINNATI  CAR  COMPANY 
CINCINNATI,  OHIO 

/vnced 


CINaNNATI  'H^^  CARS 


The  Four  Features  of 
Balanced  Design  are 
the  Cardinal  Points  of 
today's  demand. 


II 


14 


ELECTRIC  RAILWAY  JOURNAL 


June  2. 1928 


IN  FAST  INTERURBAN 
SERVICE— 

How  about  your  wheels? 

Standard  Wheels  carry  hun- 
dreds of  thousands  of  passen- 
gers to  the  cities  and  back 
again  every  day.  The  speeds 
and  quick  stops  necessary  to 
maintain  competitive  sched- 
ules put  unusual  tax  on  wheel 
stamina. 

Standard  Wheels  hold  up! 


•FOR   EVERY 
TYPE  OF  CAR 


iSi 


IN  EVERY 
TYPE  OF 
SERVICE" 


STANDARD  STEEL 
WORKS  COMPANY 

PHILADELPHIA,  PA. 


CHICAGO 
ST.  LOUIS 


BRANCH  OFFICES: 
NEW  YORK  PORTLAND  SAN  FRANCISCO 

HOUSTON  RICHMOND  ST.  PAUL 

WORKS:  BURNHAM,  PA. 


PITTSBURGH 
MEXICO  CITY 


June  2,  1928 


ELECTRIC  RAILWAY  JOURNAL 


IS 


TREATED  POLES 

IN  SERVICE  28  YEARS 

ARE  STILL  IN 

EXCELLENT  CONDITION 

/NTERNATIONAL  Creosoted  Pine  Poles  in- 
stalled 29,  25,  20,  18,  etc.,  years  ago  are  still 
in  use.  The  remarkable  thing  is  that  the  very 
old  poles  are  still  in  splendid  condition  —  there 
is  nothing  to  indicate  how  long  they  will  last, 
therefore,  the  ultimate  life  is  not  known. 

riiese  records  prove  that  International's 
method  of  handling  and  treating  poles  must  be 
correct  to  the  last  detail.  The  timber  is  sound 
to  start  with  and  the  creosote  is  injected  under 
pressure  into  the  wood  fibre  far  beyond  the 
possible  depth  of  abrasions  and  season  checks. 
The  full  quantity  of  oil  specified  stays^in  the 
timber. 


■ 


16 


ELECTRIC  RAILWAY  JOURNAL 


June  2, 1928 


'i 


G  E  N  E  R  A  Li 

GENERAL  ELECTRIC  COMPANY,  SCHENECTADY,  N.  Y.        _ 


ELECTRIC 


COMPANY 


SCHENECTADY, 


June  2,  1928  ELECTRIC  RAILWAY  JOURNAL  17 


^reservin^  the  ^eact 

In  suburban  districts  of  great  cities  there 
is  peace* 

That^s  why  bread-winners  go  there  to 
live  and  to  bring  up  their  children  — to 
escape  the  noise  and  nervous  strain  of 
the  roaring  city* 

They  resent  the  intrusion  of  noisy  buses, 
but  they  welcome  those  equipped  with 
G-E  gas-electric  drive* 

A  suburban  territory  in  the  East  recently 
granted  a  bus  franchise  with  the  con- 
dition that  only  gas -electrics  should  be 
used* 


390-27 


ELECTRIC 

ALES     OFFICES       IN      PRINCIPAL      CITIES 

1 


18 


ELECTRIC  RAILWAY  JOURNAL 


June  2, 1928 


ELECTRICITY  IMPROVES   SERVICE  AND  INCREASES  REVENUE 


/ 


GREAT  NORTHERN 

electrified  to  improve 
operating  conditions 

When  the  Great  Northern  built  a  four-mile  tunnel  under 
the  peak  of  the  Giscades,  the  operation  of  steam  loco- 
motives was  attended  with  difficulty,  and  electric  locomo- 
tives were  substituted.  This  was  in  1907. 

The  results  were  so  satisfeaory  that  when  a  greater  tunnel 
was  undertaken  in  1925,  it  was  decided  to  equip  this,  too, 
for  electric  operation  and  also  to  electrify  66  miles  of 
heavy  grade  at  the  ends  of  the  tunnel.  Locomotives  of 
the  motor-generator  type,  among  the  largest  in  the  world, 
were  seleaed. 

These  locomotives,  which  overcome  mountain  grades 
without  loss  of  scheduled  time,  will  keep  the  tunnel  free 
of  smoke  and  dirt  and  will  make  it  possible  to  draw 
luxurious  passenger  trains  and  heavy  freights  with  speed, 
frequency,  and  comfort — while  materially  deaeasing  the 
expense  of  operation. 

Not  only  in  mountainous  divisions,  but  on  the  long, 
level  stretches  of  main  line,  electric  operation  produces 
more  revenue,  simplifies  operation,  reciuces  maintenance, 
and  gives  better  service. 


Manifold  advantages  of  electric 
operation  have  resulted  from  the 
use  of  electric  locomotives  and 
cars  on  main  and  branch  lines,  at 
terminals,  and  in  suburban  traffic; 
gas-electric  cars  for  light-traffic 
lines;  oil-electric  locomotives  in 
freight  yards;  and  gas-electric  buses 
for  feeder  service.  Electric  flood- 
lights expedite  freight  sorting,  and 
electric  signal  systems  promote 
safe  transportation. 


AMERICAN  LOCOMOTIVJ 

GENERAL  ELECTRI 


3S0-49 


Electric  Railway  Journal 


McGraw-Hill  Publishing  Co.,  Inc. 
James  H.  McGraw,  President 


Consolidation  of 

Street  Railway  Journal  and 

Electric  Railway  Review 


Charles  Gorsoit 
Editor 


Volume  71 


New  York,  Saturday,  June  2,  1928 


Number  22 


Fares,  Too,  Can  Be  Made  to 
Please  the  Patrons 

EVIDENCE  that  it  is  possible  to  obtain  more  revenue 
from  the  riders  on  a  street  railway  system  and  do  it 
while  pleasing  the  public  rather  than  antagonizing  it  is 
given  in  the  article  by  H.  E.  Weyman  in  this  issue. 
When  revenues  were  decreasing,  some  three  years  ago, 
he  introduced  a  weekly  pass  on  a  portion  of  the  system 
and  at  the  same  time  increased  the  cash  fare.  Much  care 
was  used  to  inform  the  regular  riders  that  they  could 
obtain  their  transportation  with  no  increase  of  rate  by 
the  purchase  of  passes.  The  plan  proved  so  successful 
that  later  the  pass  was  extended  to  cover  all  the  zones. 
A  glance  at  the  charts  shows  that  there  was  an  increase 
in  the  cash  fare  at  the  same  time  that  there  was  an  in- 
crease in  the  regular  riders  who  used  either  passes  or 
reduced-rate  tickets. 

Previously  tickets  had  been  sold  at  four  for  30  cents. 
Under  the  new  plan  they  are  sold  at  six  for  45  cents, 
the  idea  being  to  discourage  the  use  of  the  reduced  rate 
and  to  encourage  the  use  of  the  pass.  As  a  rule  it  is  a 
poor  policy  to  adopt  a  rate  that  is  awkward,  or  in  any 
other  way  penalize  the  regular  or  semi-regular  user  of 
the  service.  It  would  be  more  in  line  with  modern  ideas 
to  make  the  rate  six  for  50  cents,  or  if  that  could  not  be 
obtained,  to  sell  seven  for  50  cents.  The  loss  of  time  and 
the  inconvenience  involved  in  making  change  at  the  odd 
rate  would  seem  to  make  it  undesirable,  and  the  invest- 
ment at  the  50-cent  rate  would  be  so  little  more  that  few 
persons  would  be  deterred  by  the  difference. 

The  excellent  results  obtained  in  Levis  indicate  that 
much  credit  is  due  to  care  used  by  the  management  in  in- 
troducing the  new  fare  system  and  in  keeping  it  popular 
after  it  was  introduced.  Items  published  in  this  paper 
from  time  to  time  indicate  that  many  things  have  been 
done  to  make  the  fare  system  popular.  Although,  as  Mr. 
Weyman  states,  the  effect  of  introduction  of  the  new 
fare  schedule  was  feared,  the  whole-hearted  manner  used 
in  putting  it  into  effect  has  resulted  in  its  being  very 
much  of  a  success. 


A  Modem  Maintenance  Plant 

PROVISION  of  adequate  maintenance  facilities  is  an 
important  part  of  the  major  rehabilitation  program 
being  carried  out  in  the  cities  of  Springfield  and 
Worcester,  Mass.  The  new  Grove  Street  carhouse  and 
garage,  on  which  an  article  is  published  in  last  week's 
issue,  are  intended  to  provide  facilities  which  will  insure 
adequate  and  economical  maintenance  of  the  new  cars 
and  buses  that  have  been  purchased  for  the  Worcester 
property. 

Two  general  features  of  the  Grove  Street  plant  are  of 
particular  interest.  Here,  a  modern  carhouse  and  a 
50-bus  garage  are  located  on  a  single  plot  of  land  so  as 
to  avoid   duplication   of    air   compressors,   boilers    for 


steam  and  hot  water,  and  other  service  equipment.  This 
installation  represents  an  ideal  combination  of  a  carhouse 
and  garage.  There  is  an  opportunity  here  for  co-ordina- 
tion of  maintenance  work  on  cars  and  automotive  vehicles 
and  at  the  same  time  provide  the  facilities  required  for 
each  type  of  vehicle. 

Although  there  is  nothing  specially  unusual  in  the  gen- 
eral design  of  the  garage,  the  depressed  pit  section  is  par- 
ticularly interesting.  The  plan  of  piping  grease  and  trans- 
mission oil  under  pressure  directly  to  conveniently  located 
outlets  in  the  pits  has  a  double  advantage  of  reducing 
lost  motion  and  at  the  same  time  making  it  possible  to 
keep  pits  clean  and  sanitary.  With  respect  to  the  facil- 
ities provided  for  efficient  bus  maintenance  perhaps  the 
greatest  interest  attaches  not  so  much  to  the  garage  build- 
ing as  to  the  maintenance  equipment  which  has  been 
installed.  When  selecting  the  machinery  for  the  Grove 
Street  garage  attention  was  given  to  the  heavy  duty  which 
such  equipment  must  withstand  in  bus  maintenance  work. 


Pittsburgh  Joins  the  Pioneers 

IT  WASN'T  very  long  ago — less  than  three  years,  in 
fact — when  railway  men  looked  upon  the  exhibit  of 
the  Grand  Rapids  Railway  at  Atlantic  City  with  feelings 
that  ranged  from  wonder  to  amusement.  Here  was  a 
railway  actually  trying  to  make  its  street  cars  attractive 
to  patrons.  Here  was  a  railway  trying  to  make  car 
riding  popular,  by  improving  the  appearance  of  the 
vehicle.  Leather  upholstered  seats !  Band  brakes ! 
Skirts  on  the  sides !  Bright  colors !  Shades  of  the  horse 
car !  No  one  but  a  circus  man  would  try  to  do  that  to 
a  street  car.  That  might  be  all  right  for  buses,  but  for 
cars — railway  executives  stopped  and  looked,  but  kept 
their  opinions  to  themselves ! 

Since  that  time  W.  L.  Harwood  pioneered  the  Spring- 
field car,  J*R.  Blackall  the  Joliet  car — and  many  other 
cars  that  followed  have  attracted  the  industry's  atten- 
tion. Last  year  at  Cleveland  more  radical  departures 
from  conventional  practice  were  shown  in  a  single  exhibit 
than  the  industry  had  seen  in  a  decade.  Now  comes  the 
Pittsburgh  car !  Read  the  article  elsewhere  in  this  issue ! 
Surely  something  has  been  happening  in  the  industry 
since  L.  J.  DeLamarter  had  the  temerity  to  strike  out 
for  something  better  in  the  way  of  a  street  car. 

The  new  Pittsburgh  cars  are  frankly  experimental. 
They  include  practically  every  innovation  in  car  design 
tried  up  to  this  time,  with  the  possible  exception  of  the 
substitution  of  aluminum  for  steel  in  body  framing. 
In  addition,  other  features  are  being  tried  for  the  first 
time.  The  purpose  is  to  make  possible  an  exhaustive 
study  in  actual  operation  of  factors  likely  to  appeal  to 
passengers.  The  Pittsburgh  management  also  expects  to 
determine  from  actual  experience  with  the  vehicle  in 
service  the  practicability  of  many  equipment  features 
proposed  for  the  improvement  of  car  performance. 

Undoubtedly  some  of  these  will  not  stand  the  test  of 


k 


886 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No. 22 


mass  transportation  service.  That  is  what  the  Pittsburgh 
company  is  trying  to  find  out.  It  proposes  to  utiHze  that 
experience  in  selecting  Pittsburgh's  future  car  equip- 
ment. Of  one  thing  the  management  is  convinced.  The 
appearance  and  performance  of  electric  railway  cars  must 
be  improved  if  rail  service  is  to  meet  and  overcome  the 
competition  of  the  privately-owned  automobile. 

Perhaps  the  equipment  on  these  cars  is  too  compli- 
cated. Even  if  produced  in  large  quantities  they  would 
undoubtedly  be  expensive  in  first  cost  and  maintenance. 
Sipiplicity  is  an  important  characteristic  of  design,  along 
with  appearance,  comfort  and  performance.  A  reaction 
has  already  set  in  from  the  glaring  color  combinations  of 
some  of  the  early  attempts  to  beautify  cars.  A  similar 
reversal  toward  simplification  of  equipment  may  be  ex- 
pected in  the  evolution  of  improved  performance.  Cost, 
reliability  and  ease  of  maintenance  must  be  kept  in  mind 
in- the  effort  to  improve  the  street  car. 

Although  the  Pittsburgh  cars  are  the  most  recent  in  the 
rapid  series  of  car  innovations,  they  are  only  the  forerun- 
ners of  many  more  to  come.  The  metamorphosis  of  the 
street  car  is  in  full  swing,  and  all  signs  point  to  its  emer- 
gence from  an  ugly  duckling  to  a  thing  of  beauty  and 
pride  on  our  city  streets — to  use  an  imperfect  metaphor. 
There  are  indications  that  the  small,  light,  four-wheel  car 
may  be  expected  to  play  an  important  part  in  this  evolu- 
tion. Even  the  trolley  bus  in  this  country  is  showing 
signs  of  revived  vitality. 

All  of  these  things  give  increased  emphasis  to  the 
declarations  of  those  who  have  said  that  after  40  years 
of  local  transportation  we  still  have  much  to  learn.  Pitts- 
burgh is  doing  its  part.  It  is  entitled  to  full  credit  in 
undertaking  to  put  to  the  test  of  experience  many  of  the 
recent  innovations  that  have  attracted  interest. 


Chicago's  5,441  Honor  Men 

GUIDING  a  street  car  successfully  through  the  in- 
tricacies of  traffic  in  a  city  such  as  Chicago  day  in 
and  day  out  is  a  real  achievement.  And  when  5,441  men 
do  it  for  a  whole  year  without  a  single  accident  the  per- 
formance takes  on  an  unusual  aspect.  Yet  this  is  the 
record  that  men  in  the  employ  of  the  Chicago  Surface 
Lines  achieved  last  year. 

On  its  part  it  would  seem  that  the  general  public  is 
disposed  too  much  to  accept  meritorious  service  as  its 
right.  Trains  whirl  through  the  night  at  high  speed, 
boats  plough  the  seas  beset  by  storm  and  fog*and  many 
other  dangers,  street  cars  speed  through  city  streets  en- 
compassed at  all  times  by  a  thousand  hazards.  It  is  true 
that  on  the  common  carrier  rests  the  obligation  to  get  the 
passenger  through  safely  to  his  destination,  but  the  haz- 
ards are  great  and  the  likelihood  of  human  failure  is 
always  present.  A  child  killed  in  the  street,  a  passenger 
maimed  or  a  pedestrian  injured  can  mean  only  woe  in 
some  household  somewhere. 

Only  at  the  occasional  occurrences  of  man-failure  is 
the  public  aroused,  often  negatively  rather  than  posi- 
tively. This  is  a  tendency  from  which  even  the  railways, 
the  Chicago  system  among  them,  have  not  been  free.  In 
fact,  the  former  plan  of  keeping  accident  records  in  use 
by  that  company  tended  to  focus  attention  on  the  few 
men  who  were  in  trouble  rather  than  on  the  many  who 
were  satisfactorily  performing  their  daily  duties.  That 
point  of  view  has  now  been  reversed. 

Heroic  or  spectacular  achievement  deserves  its  reward, 
but  after  ail  it  is  the  day-by-day  work  accomplished, 
often  with  great  celerity  but  with  none  of  the  aspects  of 


the  spectacular,  that  counts.  It  is  never  pleasant  to  con- 
template the  theory  of  chances- as  applied  to  the  matter 
of  hazards  to  which  everyone  always  is  subject.  The 
obligation  to  be  careful  is  not  lightly  accepted  by  public 
service  corporations,  but  it  would  be  reassuring  to  know 
that  all  drivers  of  vehicles  had  been  subjected  to  tests 
comparable  in  their  severity  to  the  ones  to  which  all 
motormen  and  conductors  must  first  submit  before  they 
are  accepted  as  being  qualified  for  their  tasks. 

The  preponderance  of  men  on  the  Chicago  Surface 
Lines  who  have  won  the  right  to  wear  the  insignia  of 
merit  which  stamps  them  as  being  most  careful  should 
be  reassuring  to  all  users  of  the  company's  service  who 
do  not  take  life  with  a  spirit  that  is  carefree.  Certainly 
the  Chicago  Surface  Lines  has  every  reason  to  be  proud 
of  its  record.  And  the  citizens  of  Chicago  have  every 
reason  to  be  proud  of  the  organization  which  established 
that  record.  It  is  an  unusual  accomplishment.  The  re- 
sults attained  were  achieved  only  by  constant  vigilance 
sustained  by  a  properly  aroused  sense  of  individual  re- 
sponsibility. 


I 


Safety  Campaigns  Need  Concentrated 
Responsibility 

DURING  the  recent  "Safety — Save  a  Life"  campaign, 
held  in  Philadelphia,  an  article  on  which  appears 
elsewhere  in  this  issue,  the  accident  rate  kept  right  on 
increasing.  The  number  of  accidents,  both  in  the  city 
and  in  the  "state  of  Pennsylvania,  was  greater  than  during 
a  similar  period  in  1927.  From  this  it  might  appear  that 
safety  campaigns  are  merely  "open  seasons"  for  the  run- 
ning down  of  pedestrians  and  the  mutual  destruction  of 
autoists. 

Yet  if  the  campaign  of  this  year  is  compared  with  the 
"Will  Livelong"  safety  campaign  conducted  by  the  Phila- 
delphia Rapid  Transit  Company  in  Philadelphia  in  April, 
1927,  some  interesting  observations  may  be  made.  Last 
year's  campaign,  for  which  the  local  transit  organization 
was  almost  wholly  responsible  and  which  it  financed  en- 
tirely, produced  a  reduction  in  street  fatalities  during 
April  of  26  per  cent  as  compared  with  the  similar  month 
in  1926.  Within  the  company  organization  an  excellent 
record  was  established  for  reduction  in  car  collisions  and 
all  types  of  accidents  during  the  campaign.  This  year, 
while  it  seems  that  the  divided  responsibility  for  the  drive 
produced  no  tangible  results  in  increased  street  safety  for 
the  city,  the  transit  organization  was  able  to  effect  a 
further  reduction  in  its  own  accident  record. 

This  comparison  seems  to  show,  that  any  city-wide 
movement,  whether  it  be  for  safety  or  for  some  other 
purpose,  needs  a  definite  co-ordinating  influence.  Where 
the  responsil)ility  is  left  to  individual  organizations  to 
pick  up  various  phases  of  the' work  and  carry  them  on 
independently,  there  is  lacking  an  all-important  unity  of - 
effort.  The  inertia  in  a  large  city  ajid  particularly  in  a 
state  the  size  of  Pennsylvania  is  great  and  cannot  be  over 
come  ill  a  short  period  or  by  scattered  effort. 

The  i)assing  of  kindly  old  Will  Livelong,  the  safety 
sage,  from  the  ])icture  in  Philadeliihia  was  to  he  regretted. 
The  personal  type  of  campaign  built  around  a  central 
figure  was  able  to  reach  the  heart  chords  of  the  avera.U' 
citizen  and  to  arouse  him  from  an  apathy  which  ii' 
amount  of  pure  logic  and  reasoning  could  touch.  Per- 
haps the  old  man  might  be  brought  back  on  the  job  again. 
It'  seems  that  he  or  some  character  like  him  was  sorely 
missed  this  April. 

The  policy  of   Mitten  Management  in  providing  for 


June  2, 1928 


ELECTRIC  RAILWAY  JOURNAL 


887 


continuous  safety  work  on  its  properties  and  for  their 
active  participation  in  civic  movements  to  promote  street 
safety  in  their  respective  communities  is  to  be  commended. 
The  recent  campaisrn  in  Philadelphia  was  effective  from 
the  standpoint  of  the  local  transportation  company,  at 
least,  and  possibly  its  influence  upon  the  city  as  a  whole 
will  not  be  lost. 

The  safety  patrols  established  years  ago  by  the  P.R.T. 
in  the  schools  of  Philadelphia,  and  now  carried  on  directly 
as  part  of  the  regular  school  work,  may  be  an  object 
lesson  to  educators  in  other  sections  of  the  country. 
Safety  patrols  such  as  these  are,  of  course,  the  nucleus 
around  which  any  safety  instruction  in  the  schools  is  built 
in  Philadelphia.  Proper  traming  of  the  children  today 
will  make  for  a  more  common-sense  attitude  toward  the 
traffic  and  street  safety  question  on  the  part  of  the  adults 
of  tomorrow. 

Certainly  no  one  can  question  the  necessity  for  placing 
frequent  emphasis  on  personal  safety,  pedestrian  control 
and  driving  care  on  the  streets  and  highways.  But  an 
occasional  safety  drive  will  have  little  effect  unless  the 
work  just  begun  is  carried  on  by  the  schools  and  similar 
organizations  of  the  city  which  are  charged  with  the 
normal  education  of  its  citizens. 


Non-Political  Control  Suggested  for 
Municipal  Railway 

SUPERINTENDENT  Boeken  of  the  Municipal  Rail- 
way at  San  Francisco  ought  to  know  what  he  is  talk- 
ing about  when  he  discusses  the  operation  of  that  system. 
He  says  there  need  be  no  alarm  for  the  future  financial 
welfare  of  the  system  if  recommendations  he  has  made 
are  carried  out.  Then  he  proceeds  to  say  that  the  ability 
of  the  system  to  pioneer  and  develop  new  districts  on  a 
5-cent  fare  has  been  over-rated ;  that  it  would  have  been 
wiser  had  reserves  for  depreciation  been  kept  at  a  healthy 
level ;  that  it  does  not  appear  feasible  to  reduce  service 
as  a  measure  of  economy ;  that  bus  lines  have  been  un- 
profitable, and  that  transfers  between  cars  and  buses 
should  be  abolished.  Most  important,  the  superintendent 
says  that  it  must  be  plain  to  anyone  that  in  order  to 
preserve  the  railway  as  far  as  possible  from  political 
control  and  influence,  it  is  imperative  that  a  non-political 
public  utility  commission  be  created  and  be  entrusted 
with  the  future  destinies  of  all  of  San  Francisco's  public 
utilities. 

-  Thus  did  Mr.  Boeken  stick  his  head  into  the  noose. 
He  has  told  the  truth  as  he  sees  it  and  has  shamed  the 
devil.  As  the  San  Francisco  Chronicle  sees  it,  Mr. 
Boeken  might  as  well  have  saved  his  breath.  According 
to  that  aiUhority,  the  only  hope  for  taking  the  railway 
out  of  politics  lies  in  the  passage  of  the  charter  amend- 
ment on  Aug.  28  under  which  there  would  go  to  the 
Legislature  for  ratification  a  plan  for  commission  con- 
trol similar  to  the  one  to  which  the  superintendent  of 
the  railway  has  referred.  That  may  or  may  not  be  the 
answer.  Off  hand,  a  commission  of  this  kind,  presumably 
dominated  locally,  would  appear  to  be  merely  another 
subterfuge  under  which,  by  remote  control,  the  politicians 
will  eventually  exercise  their  influence. 

The  future  of  the  municipal  railway  certainly  is  a 
tter  of  speculation.  The  present  shows  one  set  of 
politicians  proclaiming  the  municipal  railway  to  be  a 
mint,  and  another  set  proclaiming  it  to  be  bankrupt.  As 
the  Chronicle  says,  poor  Mr.  Boeken  is  rolled  between  the 
two  of  them  because  he  had  the  temerity  to  make  the 


wil 

iL 

Ipoli 


situation  clear  and  to  suggest  that  politics  be  bumped  off 
the  track.  Certainly  the  superintendent  brought  out 
many  illuminating  things  about  the  municipal  railway. 
On  the  basis  of  its  contents  the  report  might  be  con- 
verted into  a  preachment  against  municipal  ownership, 
but  that  is  not  necessary,  since  the  report  is  its  own  best 
commentary  on  the  result  of  the  attempt  at  paternalism 
entered  upon  by  the  city  of  San  Francisco  when  it  went 
in  for  running  its  railway. 


Electric  Railway  Practice  on  Both  Sides 
of  the  Atlantic 

EUROPEAN  electric  railway  practice  in  many  re- 
spects does  not  differ  greatly  from  that  in  America. 
This  is  indicated  in  the  abstracts  of  the  six  papers  pre- 
sented at  the  Rome  Convention  of  the  International 
Street  and  Interurban  Railway  &  Bus  Association  and 
published  in  this  issue  and  that  for  last  week.  The  topics 
that  are  treated  do  not  differ  from  those  which  might 
have  been  discussed  at  almost  any  electric  railway  con- 
vention in  this  country.  There  are  two  papers  on  one- 
man  car  operation,  two  papers  on  truck  design,  one  paper 
on  track  construction  in  city  reservations,  and  one  paper 
on  improvements  in  rails  and  ties. 

Europe  has  been  behind  this  country  in  the  proportion 
of  cars  operated  by  one  man.  Wages  there  are  not  so 
high,  so  that  the  need  has  not  appeared  so  great.  The 
zone-fare  system  in  use  in  many  cities  has  been  thought 
an  operating  obstacle.  But  with  the  increase  in. one-man 
cars  in  Europe,  which  is  now  apparent,  many  features 
in  car  design,  such  as  power-operated  doors,  which  up  to 
this  time  have  been  considered  distinctly  American,  will 
probably  come  into  more  extensive  use.  It  is  significant 
that  the  four  cars  for  one-man  service,  recommended  by 
Mr.  Bacqueyrisse,  are  equipped  with  power-equipped 
doors  and  treadle  exit  doors.  Paris  now  seems  com- 
mited  to  one-man  operation  of  at  least  some  cars  and 
buses. 

Two  other  papers  relate  to  radial  axle  cars.  The 
greater  interest  in  this  subject  in  Europe  than  here  lies 
largely  in  the  more  extensive  use  abroad  of  single-truck 
cars  because  of  the  narrow  streets,  and  the  effort  to  pre- 
vent nosing  and  teetering  on  these  cars  when  mounted  on 
short  wheelbase  trucks.  The  papers  indicate  that  most 
of  the  efforts  toward  radial  axles  so  far  tried  in  Europe 
have  not  proved  very  satisfactory,  though  one  writer 
attributes  at  least  part  of  the  poor  results  to  failure  to 
use  the  right  design. 

Another  paper  relates  to  track  construction  in  city 
reservations.  American  city  planners  have  failed  lament- 
ably in  most  places  in  providing  space  in  boulevards 
which  can  be  used  exclusively,  except  at  street  inter- 
sections, for  railway  track.  If  all  the  cities  had  been  de- 
signed like  New  Orleans,  Mobile,  and  a  few  others  which 
might  be  named  with  reservations  of  this  kind,  street 
transportation  problems  would  be  much  simpler  than 
they  are  at  present.  Fortunately  European  designers  in 
modern  times  have  had  this  need  in  mind,  and  Mr. 
Lenartowicz  points  out  their  great  advantages  in  the  way 
of  increasing  car  speeds  and  so  postponing  the  need  for 
elevated  or  underground  rapid  transit  lines.  Daniel  L. 
Turner  has  advocated  the  same  plan  for  city  extensions 
in  Detroit,  Long  Island  and  elsewhere.  It  is  hoped  that 
street  widths  sufficient  to  permit  such  central  reserva- 
tions will  be  the  rule  and  not  the  exception  for  arterial 
highways  in  the  future. 


■ 


Pittshurgh  Seeks 


More  Popular  Street  Car 

Two  experimental  cars  recently  received  from  the  builder  incorpo- 
rate many  innovations  intended  to  improve  service  and  make  street 
cars  more  attractive  to  the  public.  Railway  company  considers  car 
improvement  of  vital  importance  in  meeting  automobile  competition 


By  Charles  Qordon 


DETERMINED  effort  to  seek 
out  those  improvements  in 
electric  railway  equipment 
that  may  be  expected  to  appeal  to 
riders  through  better  performance 
and  greater  attractiveness,  is  repre- 
sented in  two  experimental  street 
cars  recently  delivered  to  the  Pittsburgh  Railways  and 
exhibited  to  the  patrons  of  its  system.  Graceful  lines  and 
proportions,  high  acceleration  and  braking  rates,  smooth 
and  quiet  operation,  comfortable  seats,  ample  aisle  room 
for  rush-hour  travel,  low  step  heights,  and  economical 
operation,  were  some  of  the  major  objectives  sought  in  the 
design  of  these  two  new  cars.  Ideas  from  the  automotive 
vehicle  were  frankly  incorporated  wherever  they  were 
considered  worthy  of  a  trial  in  car  construction.  Several 
features  represent  so  wide  a  departure  from  previous  elec- 
tric railway  practice,  that  they  were  included  with  the  full 
understanding  that  they  may  prove  impracticable  under  the 
severe  conditions  of  low  price,  mass  transportation  service. 
Because  of  this  recognition  by  the  Pittsburgh  company 
of  the  need  for  car  improvement,  and  the  daring  innova- 
tions incorporated  in  this  experimental  equipment  to  de- 


ls one 
in  the 


An  unusual  seat  arsangement 
of  the  features  being  tried 
Pittsburgh  cars 

The  wide  aisle  gives  large  rush-hour 
capacity,  while  the  stanchions  are  intended 
to  provide  comfortable  standing  facilities  at 
high  acceleration  and  braking  rates. 


termine  the  possibilities  of  develop- 
ing a  more  merchandisable  street 
railway  service,  particular  interest 
attaches  to  some  of  the  features  of 
these  two  cars.  They  were  built  by 
the  Osgood-Bradley  Car  Company 
under  the  direction  of  the  railway 
company's  engineers,  and  in  co-operation  with  the  West- 
inghouse  Electric  &  Manufacturing  Company  and  the 
Westinghouse  Air  Brake  Company.  Recognizing  the 
need  for  stimulating  car  builders  and  manufacturers  to 
the  exertion  of  their  initiative  and  ingenuity  in  meeting 
the  present-day  demand  for  car  improvements,  the  Pitts- 
burgh company  limited  itself  to  outlining  generally  the 
objectives  sought  in  these  cars,  and  permitted  the  manu- 
facturers to  work  out  the  details  of  design  and  equipment. 
Throughout  the  design,  many  of  the  ideas  previously  de- 
veloped by  W.  L.  Harwood  in  the  Springfield  experimental 
car,  published  in  the  March  26,  1927,  issue  of  Electric 
Railway  Journal,  and  by  J.  R.  Blackball  in  the  Joliet 
car,  published  in  the  April  2,  1927,  and  Dec.  17,  1927, 
issues,  were  followed. 

Both  cars  are  similar  except  that  they  are  mounted  on 


888 


June  2, 1928 


ELECTRIC  RAILWAY  JOURNAL 


889 


different  types  of  trucks  equipped  with  two  sizes  of  mo- 
tors. Many  of  the  motor,  control,  truck  and  brake  fea- 
tures incorporated  recently  in  various  experimental  cars 
are  included  in  these  two  Pittsburgh  units,  and  in  addi- 
tion, there  are  a  number  of  new  ideas  being  tried  for  the 
first  time.  The  electrical  equipment  includes  semi-pneu- 
matic, magnetic,  remote  motor  control  of  Westinghouse 
manufacture,  having  manual  acceleration  and  automatic, 
regenerative  braking.  The  control  resistance  is  used  for 
car  heating  during  acceleration  and  electric  braking.  Elec- 
trically controlled  air  brakes  are  also  included,  the  brake 
handle  being  used  merely  to  establish  electrical  contacts 
for  the  operation  of  remote  brake  valves  assembled  in  a 
special  equipment  box  under  the  car.  One  car  is  mounted 
on  Timken  worm-drive  trucks  with  internal  expanding, 
automotive  type  brakes,  equipped  with  35-hp.  motors  and 
26-in.  diameter  wheels.    The  other  has  special  Osgood- 


Considerable  success  has  been  achieved  in  carrying 
horizontal  body  lines  across  the  vestibules  without  break- 
ing the  lines  at  the  doors.  This  results  in  a  stream  line 
effect,  intended  to  give  the  car  a  graceful  appearance 
indicative  of  speed  and  comfort.  The  bottom  line  of  the 
lower  step  is  carried  around  the  dash  to  the  blind  side  of 
the  vestibule  at  each  end  of  the  car,  and  then  tapers  up 
from  the  body  corner  post  until  it  meets  the  bottom  line 
of  the  side  sheets.  Thus  the  vestibules  are  symmetrical 
on  both  sides,  and  the  unbalanced  appearance  so  often 
characteristic  of  cars  with  inside  steps,  is  eliminated. 
Since  no  skirt  is  used  below  the  sides  of  the  body,  the 
general  treatment  of  the  vestibules  gives  them  a  very  low- 
hung  appearance,  as  is  shown  in  accompanying  illustra- 
tions. The  roof  is  painted  steel  gray.  Above  the  belt 
rail  the  body  is  a  neutral  shade  of  green.  A  broad  orange 
stripe  extends  completely  around  the  body  and  vestibules 


One  of  the  two  experimental  cars 
recently  put  in  service  by  the 
Pittsburgh  Railways  in  the  effort 
to  develop  a  more  popular  type 
of  street  car.  (iigh  acceleration 
and  braking,  attractive  appear- 
ance and  individual  seating  are 
features  of  the  design 


Bradley  trucks,  50-hp.  motors.  W-N  drive,  24-in.  wheels 
and  a  new  arrangement  of  brake  rigging  using  Westing- 
house  automotive  type  diaphragms  to  actuate  conventional 
cast-iron  brake  shoes  on  the  wheels.  The  units  are  de- 
signed for  high  acceleration  and  braking  rates  and  for 
free  running  speeds  considerably  above  those  usually 
attained  by  city  cars.  They  are  of  the  low  floor,  arch 
roof  type  with  two  inside  steps  front  and  rear,  and  are 
arranged  for  one-man,  front  entrance,  rear  exit,  single- 
end  operation.  They  incorporate  the  sloping  type  of 
front  window  adapted  from  automotive  vehicle  practice 
on  several  recent  experimental  cars,  and  in  addition  are 
equipped  with  sashless  plate  glass  side  windows  similar  in 
design  to  those  used  on  automobile  and  bus  bodies.  In- 
side folding  doors  are  set  flush  with  the  body  corner  and 
vestibule  posts,  to  give  a  smooth  exterior  appearance. 
The  vestibules  at  each  end  of  the  car  taper  in  from  the 
body  on  both  sides.  The  front  dash  is  comparatively  flat 
below  the  belt  rail,  and  the  use  of  double  headlights  indi- 
cates the  further  influence  of  automotive  practice.  Since 
the  cars  are  for  single-end  operation  only,  the  two  vesti- 
bules are  not  alike,  the  rear  end  being  rounded  and 
equipped  with  vertical  windows  arranged  to  open  simi- 
larly to  the  body  side  windows. 


at  the  belt  rail.  The  lower  half  of  the  car  is  blue.  These 
colors  are  carried  across  the  doors  at  both  ends  so  as  to 
emphasize  the  stream  line  effect. 

Simplicity  characterizes  the  interior  appearance,  which 
presents  an  unusual  effect  because  of  the  radical  departure 
from  conventional  practice  in  the  seating  plan,  and  the 
large  number  of  stanchions  along  the  aisles.  A  single 
row  of  stationary,  individual,  special  bucket  type  seats 
made  by  the  Hale  and  Kilburn  Company  are  arranged 
along  each  side  of  the  car  so  that  the  passengers  face 
toward  the  center  line  at  an  angle  of  45  deg.  to  the  direc- 
tion of  motion.  The  chair  backs  are  covered  on  the  front 
surface  with  canvass-lined  rattan,  and  on  the  rear  with 
painted  sheet  steel.  A  round  leather  cushion  in  each  seat 
is  mounted  on  a  formed  steel  pan,  which  in  turn  is  fas- 
tened to  the  pedestal  brackets  at  three  points  spaced  on 
a  triangle,  so  that  when  the  cushion  is  worn  on  its  front 
edge  it  may  be  mounted  in  two  other  positions  to  prolong 
its  life  by  distributing  the  wear.  Clearance  of  about  ^  in. 
is  allowed  between  the  cushion  and  the  surrounding  back 
frame  for  easy  cleaning.  The  cushion  and  back  are 
pitched  to  give  a  comfortable  seating  angle,  the  front 
edge  of  the  cushion  being  about  17^  in.  above  the  floor. 
The  circular  shape  of  the  seats  permits  them  to  be  stag- 


890 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.22 


All  apparatus  in  the  front  vestibule  is  inclosed  in  cabinets.  Liberal 
door  space  permits  easy  access  for  inspection  and  repair.  The 
control  switch  groups  are  in  the  cabinets  at  the  left 


gered  behind  each  other  on  a  23i-in.  spacing,  thus  giving 
a  seating  capacity  of  35. 

No  hand  straps  are  used.  Adjacent  to  each  seat, 
however,  along  each  side  of  the  aisle,  are  two  rows  of 
stanchions  extending  from  the  floor  to  the  roof.  This 
arrangement  is  intended  to  give  a  wide  aisle  with  com- 
fortable supports  for  standees  and  to  prevent  falling  in 
the  cars  even  at  the  high  accelerating  and  braking  rates 
for  which  they  are  designed.  In  one  car  the  stanchions 
are  finished  in  white  enamel  and  in  the  other  they  are 
nickel-plated.  Although  the  plan  of  using  a  single  row 
of  seats  on  each  side  gives  a  total  seating  capacity  of  only 
35,  it  was  felt  that  this  might  not  prove  objectionable  to 
passengers  if  ample  room  and  supports  for  comfortable 
standing  in  the  rush  hours  were  provided.  It  was  as- 
sumed to  be  impossible  with  any  seating  arrangement,  to 
provide  seats  for  all  passengers  in  the  peak  periods  of 
the  day.  Likewise,  it  was  argued  that  a  seating  capacity 
of  35  per  car  is  more  than  ample  to  provide  seats  for  all 
pasgengers  in  the  non-rush  hours.    A  further  considera- 


tion is  that  the  apparent  reduction  in  the  number  of  seats 
per  hour  that  would  be  provided  on  a  line  in  which  this 
type  of  car  were  substituted  for  cars  with  conventional 
seating  arrangement,  would  be  partly  offset  by  the  prac- 
tice in  Pittsburgh  of  increasing  service  approximately  30 
per  cent  when  changing  from  two-man  operation  to  one- 
man  on  a  given  line.  This  experimental  seat  arrangement 
is  being  tried,  therefore,  on  the  theory  that  it  may  prove 
desirable  to  provide  more  comfortable  standing  room  dur- 
ing the  rush  hours  at  the  expense  of  some  reduction  in 
the  number  of  seats,  to  make  possible  the  use  of  a  more 
comfortable  and  desirable  type  of  seat.  These  are  avail- 
able for  those  passengers  who  do  obtain  seats  during  the 
rush  hours,  and,  if  they  prove  popular,  are  expected  to 
stimulate  the  use  of  the  car  service  during  the  off-peak 
traffic  periods.  Although  this  in  general  constitutes  the 
reasoning  which  led  to  the  adoption  of  this  novel  seating 
plan,  the  Pittsburgh  management  considers  the  whole 
idea  entirely  experimental  and  subject  to  the  test  of 
experience. 

No  attempt  was  made  in  the  design  of  these  cars  to 
achieve  extremely  light  weight.  They  are  43  ft.  6  in.  long 
over  dashers,  32  ft.  6  in.  over  the  body  corner  posts,  8  ft. 
1{J  in.  wide  over  the  eaves,  and  10  ft.  8  in.  high  from  rail 
over  trolley  boards.  An  unusually  wide  side  post  spacing 
of  3  ft.  lOi^  in.  is  used  to  provide  a  maximum  glass  open- 
ing and  to  help  in  giving  the  cars  a  long,  rakish  appear- 
ance. The  trucks  are  spaced  on  21 -ft.  8-in.  centers.  The 
front  and  rear  door  openings  are  the  same,  being  3  ft. 
8^  in.  The  framing  is  of  steel,  built  up  of  standard 
sections.  The  entire  floor,  including  the  vestibules,  is 
level,  without  ramps,  and  consists  of  Flexolith  composi- 
tion laid  on  Chanarch  steel  supported  on  suitable  furring 
members  fastened  to  the  underframe.  Double  inside 
steps  are  used  front  and  rear  to  keep  the  step  height  low. 
On  26-in.  wheels,  the  body  floor  is  approximately  2  ft. 
10|  in.  above  the  rail  and  the  step  heights  are  14|  in., 
10  in.  and  10  in.  respectively.  On  one  car,  which  is 
mounted  on  24-in.  wheels,  the  first  step  is  correspondingly 
reduced.  The  car  with  35-hp.  motors  weighs  approxi- 
mately 35,000  lb.  and  the  one  with  50-hp.  motors, 
36,500  lb. 

The  main  body  side  posts  and  carlines  are  rolled  steel 


li—C.i.ofcar 


|«^ry">l<-^J'-5^'">l^rc  3'-IOf>\ 

U ^■":-':v:::: 


3?'S"over  corner  posts 
4^5'~6"  over  dashers 


f  ,  It" 

-f^   overeavea— 


-2i'' 8" truck  cenfers^^- 


Seating  capacity  of  35  is  obtained  in  the  experimental  Pittsburgh  cars  by  staggering  the  two  single  rows  of  seats  as  shown. 
The  cars  arc  43  ft.  6  in.  long,  8  ft.  l\l  in.  wide  over  the  eaves  and  weigh  35,000  lb.  and  36,500  lb.,  respectively 


June  2, 1928 


ELECTRIC  RAILWAY  JOURNAL 


891 


- — Lamp  fOrrin^ 
\      ano/  base 


•Carnegie 

^  section 

T-529 


Heater  No  ISO- 2  units 
Railvvay  Utility 

(f  car-l"stanabrctpipesize 
\/c        -  ~ 


..V"  h-StanMonsE'^-'-^J"'^"'/'^ 

h  -         \  2'-s" •■  ■  H   ; 

■       L//eoter  resistor  ^600  volts 


,;J^J^^i-|,..  ^MS a'over  Side  sills t  '■ 


8'oversicte  sills- 

3'-4''- 
>■  j  "composition 


\  /Top  of  floor 

m^ — 


Cross-section  showing  principal  features  of  Pittsburgh  experi- 
mental car  body  construction.  The  sashless  plate  glass  windows 
slide  in  felt  grooves  into  pockets  in  the  body  side  which  permit 
them  to  be  lowered  10  in. 


'-  „  \*l"-A      '-.-1"    .^ 

.  ^Sumper  «  rt/iier 

Section  D-D 


IPrecautions  are  taken  to  prevent  folding  doors  from  pinching  pas- 
i    sengers.    Note  particularly  the  arrangement  at  the  hinged  joints 


/>.tl.l6  compressor-) 


.Line switch  mounting 


Vulcan-cLling     ^^^^^...jv'  J^'^.^^lf '~"^'»" 


■  <?/'-(?"  truck  centers 


Elimination  of  the  conventional  foundation  brake  rigging  permits 
a  compact  arrangement  of  equipment  under  the  car.  Air  valves 
and  miscellaneous  parts  are  assembled  in  the  air  equipment 
box  and  may  be  -readily  removed  from  the  car  for  inspection 


These  bucket  type  seats 
developed  for  Pitts- 
burgh are  almost  cir- 
cular on  the  outside, 
to  conserve  space. 
The  cushion  is  leather, 
while  the  back  is  faced 
with  rattan 


2'-6" 


>t<  •   -  5"     >J 
K  -  -  -l6"xl5"x2'oakorsash> 
-IS"  - 1 


i'toltsM-long.,^    !    ,r.fJtffu'^6A-, 

Wire  c  ciiam.  H-fl  ._^  a  ^, 

and  B" high— ~    ^^^i^P"  ^  ,-i^ 


,  2  layers  A" Garfock 
pacKtnq 

./"     •  ■ 


Tr^illey  walk-' 


^S  bolts,  S^'long 


A  special  spring-mounted  trolley  base  support  reduces  transmit 
sion  of  trolley  noise  to  the  body  ^ 


■^ 


892 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.22 


tees,  intermediate  wood  carlines  being  placed  between 
them  as  indicated  on  accompanying  drawings.  The  roof 
consists  of  tongue-and-groove  poplar  secured  to  the 
wood  carlines  and  to  the  furrings  on  the  steel  carlines 
with  cement-coated  nails,  and  covered  with  No.  8  cotton 
duck.  The  eight  wide  windows  on  each  side  of  the  body, 
together  with  the  windows  in  the  rear  vestibule,  are  of 
sashless,  automobile  type,  of  i^-in.  plate  glass,  arranged 
to  drop  10  in.  from  the  top  into  suitable  pockets  in  the 
body  side.  These  windows  are  operated  by  special  heavy- 
duty,  Ternstedt  regulators  designed  to  handle  glass  of  this 
s|ze.  Because  of  the  weight  of  the  glass  a  counter-bal- 
Micing  spring  is  arranged  so  that  the  windows  may  be 


for  ventilation.  A  simple  operating  mechanism  on  each 
side  sash  holds  it  securely  in  closed  and  open  positions. 
A  special  weatherstrip  arrangement  is  designed  to  pre- 
clude the  entrance  of  wind  or  water  at  the  sides  or  bot- 
toms of  these  side  sashes  when  they  are  closed. 

Both  the  front  entrance  and  the  rear  exit  doors  are 
double,  inward  folding,  and  are  operated  by  National 
Pneumatic  door  equipment.  They  are  controlled  by  a 
selector  valve  which  permits  either  the  front  or  rear 
doors  to  be  opened  or  closed  separately  or  simultaneously. 
In  addition,  the  rear  doors  are  controlled  by  an  automatic 
exit  treadle  arranged  in  the  conventional  manner  so  that 
after  the  operator  has  thrown  the  selector  handle  to  the 


Thermostaf- 


t  ! 


^-L, 


^^iS 


SOhp.  mofors 
..H 


^^>=^^^.^^c4^fc^afe~arfuu 


Na6  wine,  heafed cases  wind 
in  series    :,       „.  .„,  .To  htoffer  case 

■KW.KKi      Qg  ground  re/ay 

controller 
Resistance     4 
,    1-,     ""'^  I     I 

l^>|^CijA  heafer  , 

J-' 


Vo.  6 wire  fo  heater 
Thermostat- .^  case,  ground  relay 

T) ;    BR-«;..RR-i  I 


vlley->-/ 


Magnetic 
switch  ■■'■» 


ToietterpaneL,    cMeJVogffus. 
Lightning  arrtsHTs  'v     '   ^ 


Down  corner 
post- -K - .    Switch; 


Magnetic  switch-^^^^         \      ^^J~^ 


RR-2 

\m-i 


.Inhrtockon 
'  control  circuit  relay 
.■Headlight 

^Marker 

-.lamps 

^  <[ 


32  Volt  bativry 


iSanaermagnet 


'"■"rifrlfiign  lights 
_^iJ%-liad    ■  ■ 


32WH 

motor'moris 
contact  smkh 
for  rear  door 

'\"Mcformans 
'^_  braie  5* 
andsefedor 


Stop  light  resistance 
in  equipment  hox 

LEGEND 
CZI  Resistance  units 
Hi 
ca  Heaters 


Charging  batfeiy 
Sequence  of  Switches 


2^1 


t55 


ite? 


I 


Relayincar    Resisfancein      "'7^*5" ,;-,         '---S^ikh  shown  with  door  closed 
0-3  equipment  box     lamp   ^jr,pie  contact  ^- Roof  fuse 


To  trolley  base' 


^Choke  coil] 

'Compressor 
lights  etc. 
Variable  load  rheostat. 
Compressor 


^Ughtning 
arrtsfer 


\^^^^^AJ£*. 


•s  K-M-F3-  -Permanent 
nain  resistor 

"""*''     Sfomge  battery      ■ 

Battery  charging  relay 
FIG.6 


Brake  application 
valve 


ODened  or  closed  with  surprising  ease  by  conventional 
aatomobile  type  operating  handles.  By  this  arrangement, 
window  guards  on  the  sides  of  the  car,  which  were  con- 
sidered unsightly,  costly  to  maintain  and  a  nuisance  in 
cleaning,  are  eliminated.  Special  drains  are  arranged  in 
the  pockets  into  which  the  side  window  glass  drops,  to 
carry  off  any  water  which  might  enter  between  the  glass 
and  the  window  sill.  There  are  no  side  window  curtains. 
The  front  vestibule  =ide  window,  opposite  the  entrance 
doors,  is  stationary.  The  front  vestibule  center  window 
is  also  stationary  and  is  set  at  an  angle  intended  to  deflect 
the  reflection  of  light  from  the  car  interior  so  as  to 
eliminate  the  need  for  the  conventional  curtain  back  of 
the  operator.  A  Folberth  air-operated  window  wiper  is 
provided  with  inside  and  outside  wipers  to  keep  the  glass 
clear  of  rain,  snow  or  moisture  from  condensation.  A 
sun  visor  is  also  provided  over  this  window.  An  unusual 
arrangement  was  developed  to  prevent  the  formation  of 
sleet  or  ice  on  the  front  center  window.  This  is  shown 
in  an  accompanying  illustration.  It  consists  of  a  slot  in 
the  top  of  the  equipment  cabinet  and  a  deflector  close  to 
the  dash,  arranged  so  that  heat  from  the  vestibule  heaters, 
mounted  within  the  cabinet,  is  conducted  upward  against 
the  sloping  glass  to  prevent  the  formation  of  ice.  The 
front  vestibule  side  windows  are  framed  in  Curtain  Sup- 
ply Company  brass  sash,  shaped  to  fit  the  space  between 
the  vestibule  corner  posts  and  the  sloping  front  window. 
They  are  hinged  at  the  vestibule  corner  posts  by  continu- 
ous piano  hinges  and  are  arranged  to  swing  outwardly 


Control  wiring  and  auxiliary  circuits  of  the  Pittsburgh  cxperi- 
manual    acceleration    and    automatic,    regenerative,    electric 


proper  position  the  rear  doors  will  open  only  if  a  pas- 
senger is  standing  on  the  top  treadle,  or  steps  upon  it, 
and  cannot  be  closed  until  the  passenger  alights  from  the 
bottom  treadle.  The  rear  step  treadles  and  the  front 
steps  are  covered  with  Kass  safety  treads. 

The  sides  of  the  body  below  the  belt  rail  are  insulated 
with  three-ply  Salamander  felt,  secured  in  place  by  means 
of  nails  electrically  welded  to  the  side  sheets.  This  in- 
sulation performs  the  double  function  of  preventing  loss 
of  heat  in  the  winter  and  deadening  the  transmission  of 
sound  in  the  body.  All  the  wood  trim  on  the  interior,  as 
well  as  the  vestibule  doors,  is  selected  mahogany,  stained 
walnut  color  and  finished  with  rubbed  varnish.  The  head- 
lining in  the  car  body  and  vestibules  is  Agasote  finished 
in  cream-color  Vitralite  enamel.  There  are  ten  Osgood- 
Bradley  Car  Company  exhaust  ventilators  in  the  roof, 
covered  on  the  inside  by  grilles  with  adjustable  lever- 
operated  shutters.  *The  car  body  is  illuminated  by  five 
101-watt  lamps  mounted  in  Electric  Service  Supplies  Com- 
pany special  dome  fixtures.  These  have  integral  auto- 
matic compensators  which  cut  equivalent  resistance  into 
the  circuit  if  one  or  more  of  the  lamps  burn  out,  so  that  ' 
the  remaining  lamps  continue  to  burn  at  proper  voltage. 
Double  headlights  furnished  by  the  Electric  Service  Sup-  . 
plies  Company  are  mounted  on  the  front  dash.  At  thf 
rear  end  there  is  a  Nichols-Lintern  stop  light. 

A  lamp  is  mounted  over  the  entrance  and  exit  steps. 


June  2,  1928 


ELECTRIC  RAILWAY  JOURNAL 


893 


Legend 

Circuits 

a 

Trolley  and  ground 

n 

l-Motor  cable 

VIII 

Resistor  and  baffery 

I 

Control  cable 

L 


mental  cars.     The  control  is  semi-pneumatic,  magnetic,  with 
brakes  in  combination  with  electrically-controlled  air  brakes 


and  the  front  end  destination  sign  is  illuminated  by  two 
lamps  located  inside  the  sign  box.  An  emergency  system 
of  lighting  from  a  storage  battery,  which  is  part  of  the 
electric  control  equipment,  is  wired  through  a  suitable 
relay  to  function  in  the  event  of  a  trolley  dewirement  or 
a  power  failure.  These  emergency  lights  are  located  in 
three  of  the  body  dome  light  fixtures  and  in  the  letter- 
boards  at  each  end  of  the  car,  where  they  are  equipped 
with  red  semaphore  lenses.  One  light  on  the  roof  is 
located  near  the  main  fuse,  as  an  aid  in  replacing  a  fuse 
after  dark.     Passenger  signal  buzzers  are  Faraday  type. 

In  the  vestibule  letterboard,  above  the  center  sash, 
there  is  an  Electric  Service  Supplies  Company  illuminated 
destination  sign  with  10x41-in.  sign  openings.  Extending 
out  from  the  dash  at  each  end  there  is  mounted  a  heavy 
C.  &  G.  Spring  &  Bumper  Company  automobile  type 
spring  bumper.  This  is  designed  so  that  it  will  spring 
back  toward  the  dash  in  the  event  of  a  car  collision  and 
will  permit  the  drawhead  to  project  through  and  act  as  an 
anti -climber. 

One  of  the  cars,  mounted  on  Timken  trucks,  is  equipped 
with  four  Westinghouse  No.  1425  motors  of  35  hp., geared 
10: 1  in  the  worm  drive.  These  trucks  have  26-in.  diam- 
eter wheels.  The  motors  are  wound  for  300  volts,  and 
are  permanently  connected  in  series  in  groups  of  two. 
On  level  tangent  track  with  a  trolley  voltage  of  600,  this 
car  without  load  will  balance  at  a  free  running  speed  of 


approximately  33  m.p.h.  The 
motor  weight  is  545  lb.  and  the 
maximum  safe  motor  speed  is 
5,000  r.p.m.  at  38.7  m.p.h.  car 
speed. 

The  control  apparatus  con- 
sists of  a  master  controller, 
magnetic  contactors,  pneumatic 
line  switch,  pneumatic  reverser, 
sequence  switch  and  edge 
wound  resistors  mounted  inside 
the  car  to  utilize  for  car  heating 
the  resistance  losses  during  ac- 
celeration and  dynamic  brak- 
ing. A  second  set  of  control 
resistances  is  mounted  under 
the  car  for  use  in  summer,  and 
a  change-over  switch  is  pro- 
vided so  that  the  control  circuit 
may  be  shifted  from  the  inside 
to  the  outside  resistances  when 
seasonal  changes  make  this  nec- 
essary. Supplementary  Rail- 
way Utility  truss  plank  car 
heaters  are  connected  to  a 
thermostat  on  the  interior  of 
the  car,  so  that  they  are  cut  in 
automatically  whenever,  in  se- 
vere weather,  the  heat  supplied 
by  the  control  resistances  is  not 
sufficient  to  keep  the  car  at 
a  predetermined  temperature. 
They  are  also  available  for 
pre-heating  in  the  morning  before  cars  go  into  service. 
Wiring  diagrams  of  the  control  and  auxiliary  electrical 
circuits  are  shown  in  accompanying  illustrations.  The 
contactors,  reverser,  sequence  switch,  and  other  appa- 
ratus of  the  control  equipment,  are  mounted  in  suitable 
cabinets  on  the  left  side  of  the  front  vestibule.  These 
cabinets  are  made  shallow  in  depth  so  as  not  to  interfere 
with  the  view  from  the  car  interior  toward  the  front. 
The  cabinets  are  of  wood,  heavily  insulated  with  asbestos 
lining,  and  are  provided  with  large  doors  so  that  the 
equipment  is  readily  accessible  for  inspection.  The  line 
switch  is  mounted  underneath  the  car.  All  switches  and 
other  vestibule  equipment  are  enclosed  in  cabinets  in  the 
front  vestibule,  as  shown  in  the  accompanying  illustra- 
tions. The  only  exposed  items  are  the  wheel  of  the 
Peacock  stafiless  hand  brake,  the  dynamic  brake  handle 
and  the  top  portion  of  the  controller.  An  Economy 
meter  is  mounted  inside  the  control  cabinet  near  the  en- 
trance door  in  such  a  way  that  the  dial  is  exposed  for 
convenient  reading,  either  from  the  platform  or  from 
outside  the  car. 

The  application  of  power  to  the  car  is  by  straight  hand 
notching.  The  dynamic  brake  is  applied  automatically 
under  the  operator's  control  at  the  air  brake  handle.  The 
dynamic  braking  positions  on  the  segment  of  this  control 
handle,  correspond  to  the  usual  air  brake  positions  on  the 
conventional  motorman's  brake  valve.  Dynamic  brake 
application  is  made  by  manipulation  of  the  control  handle 
very  similar  to  a  conventional  straight  air  brake  equip- 
ment. By  moving  the  handle  of  this  dual  brake  control 
to  the  right,  beyond  what  would  normally  correspond  to 
brake  lap  position,  the  air  brake  becomes  operative.  In 
fact,  the  dynamic  and  air  brake  arcs  lap  into  each  other 
so  that  there  is  a  gradual  transition  from  the  electric  to 
the  air  brake. 


894 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71.  No.22 


Arrangement  of  equipment  imder 
the  car  is  shown  in  an  accompanying 
drawing.  An  unusual  feature  of  ar- 
rangement is  tl;at  the  compressor  gov- 
ernor, brake  application  valves,  relay 
valves  ajul  other  air  brake  et|uipment 
are  grou^xxl  in  a  sjiecial  box  with  a 
removable  iKittom  and  a  heating  unit 
to  prevent  freezing.  By  disamnecting 
the  pijx;  lines  leading  into  the  box,  at 
the  unions,  and  the  wiring  at  special 
connectors  provided,  all  of  the  valves 
may  be  removed  in  a  group  for  in- 
spection, cleaning  or  repair.  Air  brake 
piping,  with  the  exception  of  a  small 
«nx)unt  of  standard  iron  piping  at 
special  locations,  consists  of  aluminum 
tubing  in  various  sizes,  fitted  at  valves 
and  other  junctions  to  apparatus  with 
si^ecial,  long  taper,  automotive  t>'pe. 
couplings.  The  use  of  the  aluminum 
tubing  not  only  reduces  weight  but 
simplifies  installation,  since  it  is  flex- 
ible enough  to  be  bent  into  position 
without  the  use  of  elbows  or  other 
pipe  fittings.  Further  advantages  ex- 
pected from  the  use  of  this  material 
are  the  elimination  of  pockets,  freer 
flow  of  air  through  the  long  bends, 
and  the  elimination  of  trouble  from 
scale  and  rust. 

The  Timken  trucks  are  similar  to 
the  type  developed  for  the  experimen- 
tal cars  in  Springfield,  Mass.,  and 
Joliet,  111.,  and  subsequently  applied 
in  experimental  installations  in  a  num- 
ber of  cities  during  the  past  year. 
The  second  car  is  mounted  on  special 
Osgood-Bradlev  trucks,  tvpe  45-66- 
KDA-50,  equipped  with  50-hp..  West- 
inghouse  No.  1426  motors,  geared 
7.06 : 1  and  driving  24-in.  diameter 
wheels  through  W-N  (double  reduc- 
tion) gear  units.  These  tnicks  are  of 
Ae  0^:ood  -  Bradley  conventional 
truss  frame,  spring  pedestal  type, 
equipped  with  Hyatt  journal  bearings. 
Aside  from  modifications  to  permit 
mounting  of  the  high-speed  motors 
and  the  W-N  dri\-e,  the  principal  fea- 
ture of  interest  in  the  truck  design  is 
the  brake  arrangement.  The  brake 
itself  is  applied  through  conventional 
cast-iron  shoes  on  the  wheels.  Instead 
of  the  customar>'  brake  cylinder  and 
foundation  rigging,  howeN-er,  West- 
inghouse  diaphragm  automotive-type 
brake  chambers  are  mounted  on  the 
truck,  one  at  each  wheel.  The  push 
rod  of  each  chamber  actuates  the  cor- 
responding brake  lex-er  directly 
through  a  specially  designed  Anderson  automatic  slack 
adjuster.  General  arrangen>ent  of  the  truck  and  brake 
"Kpng  is  shown  in  an  accompanying  drawing. 

Except  for  the  fact  that  the  WVstinghouse  1426  mo- 
tors on  this  car  are  of  50-hp.  cap.-icity  instead  of  35.  thev 
are  quite  similar  in  design  to  the  No.  1425  nK>tors  on  the 
car  equipped  with  Timk-en  tnidcs.    They  are  \vound  for 


'  '         Nkv'   Mfc,/;,,^  ,1,1 , 


«»lJ^<- 
Elavation  a*  »«tn  ft-om  Cantar  Lin*  of  Track 

Bjr  OHIg  WMttnghouw  automotive  brake  diaphragms  mounted  at  each  wheel,  a  unique 
bcakt  atMMMBent  was  dev-eloped  for  the  Os);v>vHl.Brjdlev  trucks  used  under  one  of 
dte  ran.  The  motor  drive  on  this  truck  is  ihrou^ih  W-N,  double-reduction 
gearing.    7*he  oiher  car  is  mounted  on  Timken  trucks  with  worm  drive 


t>pe 


XO  \'olts  and  are  connected  permanently  in  series  in 
pairs.  With  four  of  these  motors  per  car.  unusually 
high  accrflerating  rates  are  possible.  Under  the  same 
cvmditions  as  givtn  above  for  the  1425  equipment,  the 
halaiKing  si*c<l  is  38  m.p.h.  The  weight  of  each  motor 
is  SOO  lb.  and  the  maximum  safe  speed  of  4.000  r.p.m. 
corresponds  to  a  car  speed  of  44  m.p.h. 


June  2,  1928 


ELECTRIC  RAILWAY  JOURNAL 


895 


A  variable  load  brake  device  is  part  of  the  equipment 
of  each  car.  Another  interesting  feature,  shown  in  an 
accompanying  illustration,  is  the  special  spring-mounted 
trolley  base  support  which  is  intended  to  reduce  drum- 
ming insi<le  the  car  from  the  action  of  the  trolley  wheel 
on  the  wire  and  overhead  special  work.  This  trolley 
support  was  designed  by  the  Pittsburgh  Railways  and  is 
used  on  a  number  of  other  cars  in  regular  service  on  the 
line  of  the  company. 


The  Timkcn  worm  drive  trucks  used  under  one  of  the  Pittsburgh 
cars  arc  equipped  with  35-hp.  motors  and  automotive  type 
spring  mounting 

The  W-N  drive  unit  is  carried  on  the  truck  frame  in 
special  yokes  designed  to  avoid  twisting  on  the  short 
drive  shaft  between  the  motor  and  the  gear  unit.  The 
high  speed  and  intermediate  shafts  are  carried  on  Timken 
tapered  bearings  at  each  end,  and  the  low-speed  gear  is 
carried  on  a  sleeve  mounted  on  Timken  bearings.  The 
car  axle  is  pressed  into  the  sleeve  in  the  same  manner  as 
it  is  ordinarily  pressed  into  the  gear  of  a  conventional 
single-reduction  drive.  The  gears  and  pinions  are  cut 
with  high-angle  helical  teeth  designed  to  reduce  noise  to 
a  minimum.  The  gears  are  also  silenced  to  prevent 
ringing  at  high  speed. 


Largi 


44i'6lasi- 


-r^->\.l'-A*-l^ 


<JfaS5 


Section  A-A 


This  enlarged  section  through  the  body  side  shows  the  plate  glass  automotive  window 
construction  and  the  heavy-duty  Ternstedc  operating  mechanism 


e  Electric  Locomotives 
for  France 

FOUR  large  d.c.  express  locomotives  have  been  or- 
dered by  the  Paris,  Lyons  &  Mediterranean  Railway. 
These  rank  among  the  most  powerful  single  locomotives 
ever  built.  On  the  one-hour  rating  they  develop  5,400  hp. 
The  contract  for  their  electrical  equipment  was  placed 
with  the  Societe  Oerlikon,  Paris,  while  the  mechanical 
part  is  being  supplied  by  the  Societe  de  Construction 
des  Batignolles. 

It  may  be  recalled  that,  in  1925,  the  P.L.M.  Railway 
began  a  trial  service  on  a  relatively  short  section  of  the 
line  approaching  the  Mount  Cenis  Tunnel,  to  collect  data 
with  regard  to  the  most  suitable  type  of  electric  express 
locomotive,  before  proceeding  with  the  electrification  of 
its  system  on  a  large  scale.  Four  lo- 
comotives were  ordered,  two  being  of 
the  2BR2  type,  with  individual  drive. 
While  the  results  obtained  with  this 
drive  were  good,  the  investigations 
showed  that  it  was  advisable  to  have 
a  considerably  higher  output  than  in 
the  case  of  the  trial  locomotive.  In 
view  of  this,  the  number  of  driving 
axles  had  to  be  increased,  and  the  out- 
put per  driving  axle  raised. 

Frames  Are  Articulated 


The  locomotives  now  in  the  course 
of  construction  are  of  the  2CC2  type, 
with  close-coupled  trucks  and  a  long 
locomotive  body.  They  are  provided 
with  the  Oerlikon  individual  drive, 
^ch  of  the  six  driving  axles  being 
driven  by  a  twin  motor.  With  a  volt- 
age of  1,350  on  overhead  line,  these 
motors  develop  800  hp.  each  at  45 
m.p.h.,  while  with  the  full  voltage  of 
1,500  volts,  the  one-hour  rating  is  900 
hp.  per  motor  or  5,400  hp.  for  the 
locomotive.  The  output  in  each  case 
is  measured  at  wheel  periphery.  This 
is  claimed  by  the  manufacturers  to  be 
in  excess  of  any  locomotive  output  up 
to  the  present  time.  The  permissible 
weight  per  axle  is  18  tons  and  the 
maximum  speed  is  80  m.p.h. 

The  total  weight  of  locomotive  is 
1 53  tons,  so  that  the  weight  per  hp.  in 
the  case  of  the  one-hour  rating  is  63.5 
lb.  This  figure  is. said  by  the  manu- 
facturers to  be  a  low  record  as  regards 
weight  per  horsepower.  The  length 
of  the  locomotive  over  buffers  is  78  ft. 


Ttmstodf 

,':  Heavy  Duty  Window 

Regulator 


1 


Representatives  of  the  safety  patrols  of  the  public  and  parochial  schools  were  greeted  by  Mayor 
Mackey  and  Ralph  T.  Senter,  president  of  P.R.T.,  and  were  presented  with  flags  as  a  reward 
for  their  work  during  Child  Safety  Week 


Safety  Drive  Helps  Reduce  Accidents 
26.9  Per  Cent  in  April 

Philadelphia  Rapid  Transit  System  takes  active  part  in  state-wide 
"Safety — Save  a  Life"  campaign  as  part  of  Mitten  Management's 
aggressive  safety  measures.  More  than  250  safety  talks  given.  No  fatal 
accidents  on  P.R.T.  street  car  and  high  speed  system  during  entire  month 


DURING  the  past  April  a  state-wide  safety  drive 
in  Pennsylvania  was  launched  in  response  to  a 
proclamation  issued  by  Governor  Fisher.  Since 
Philadelphia  is  the  largest  community  in  Pennsylvania, 
it  naturally  became  the  scene  of  the  most  widespread 
activity  in  the  accident  prevention  campaign.  Because  of 
the  vital  importance  of  the  subject  of  street  safety  to  a 
transportation  company,  and  because  of  the  emphasis 
which  Mitten  Management  places  on  this  phase  of  opera- 
tion, the  Philadelphia  Rapid  Transit  Company  was  one  of 
the  most  active  participants  in  the  local  activities  of  the 
state-wide  Safety — Save  a  Life  campaign.  In  the  Will 
Livelong  campaign  in  April  of  the  year  previous  P.R.T. 
had  been  the  guiding  spirit ;  had  practically  financed  the 
carrying  on  of  the  month-long  safety  work,  but  had 
invited  all  other  interested  organizations  and  bodies  in  the 
city  to  co-operate  and  had  shared  with  these  other  bodies 
the  credit  for  speeding  and  executing  the  safety  activities 
and  in  bringing  about  the  very  material  reduction  in  street 
casualties  which  was  effected  during  the  month. 

This  year,  while  being  merely  one  of  the  many  organi- 
zations and  groups  participating  in  the  Governor's  cam- 
paign, the  company  nevertheless  threw  its  resources  into 
the  undertaking  without  reserve.  It  appropriated  several 
thousand  dollars  to  carry  on  its  share  of  the  work  and 
many  of  its  officials  and  employees  contributed  their 


services  as  safety  speakers  in  the  schools  and  before  clubs, 
civic  organizations,  etc.  The  publicity  and  advertising 
department  devoted  many  hours  to  the  preparation  of 
safety  literature,  stories,  speeches,  debates  and  plays. 

Company  Activities  Along  Two  Lines 

The  activities  of  the  transit  organization  were  concen- 
trated along  two  specific  lines.  In  the  first  place,  inten- 
sive efforts  were  made  to  put  over  the  safety  idea  within 
the  organization  itself.  It  was  desired  to  show  a  mate- 
rial reduction  in  street  car,  bus  and  taxicab  accidents 
under  the  very  good  record  established  in  April,  1927.  In 
addition,  the  company  devoted  considerable  money  to  the 
preparation  and  display  of  dash,  bulkhead  and  ceiling-rack 
signs  calculated  to  catch  the  public  eye  and  to  center  atten- 
tion upon  the  accident  hazards  of  the  street. 

Excepting  the  work  carried  on  inside  the  organization 
itself,  however,  the  most  outstanding  contribution  made 
by  the  company  to  the  safety  campaign  was  probably  the 
organization  of  an  emergency  speakers'  bureau  which 
provided  safety  talks  in  the  schools  and  before  various 
organizations.  More  than  250  such  speeches  were  deliv- 
ered by  P.R.T.  representatives  during  the  two  final  weeks. 

Immediate  results  from  the  April  campaign  throughout 
the  state  and  in  the  city  of  Philadelphia  were  not  as  great 
as  might  have  been  anticipated.    Judging  from  the  effect 


896 


June  2, 1928 


ELECTRIC  RAILWAY  JOURNAL 


897 


THE  GUEST  OF  HONOR 


Are  you  sitting  at  this  banquet? 

14^05  Highway  AcddenU  in  Philadelphia  in  1927 

Most  of  these  were  needless — 

Failure  to  think  caused  them 

JOIN  THE  UPRISING  AGAINST  CARELESSNESS 

Safety,  Save-a-life 

F??r  Co-operating 


Fol W  Ihc 

White  Line 

Cross  at  Crossings 

Sa^ty-Savealife 
Htn-  Cooperdtin^ 


Posters  and  cartoons  with  safety  messages 
were  widely  distributed  during  the 
campaign. 


The  Traffic  OtCicer  Is  Your  Safety  Spedalltt 
Obey  him,  and  he  can 
prevent  acciilents 
'  Safety  -  Save   a   Hfe  -  P  R  T   Co-operating 


I 

AM 
CAREFUL 

Safety-SaveaLife 
Iftr  Cooperating 


Watch  for 
Children 

Syety-oaveal^ 
Kr  Cooperating 


A**  applies  to  grown-ups  too  **<: 

Safet^-Savc-a-luc    Rr  CcHiperatiii^ 


Join  Our  Uprising  Against 
Carelessness 

Safety-Save  a  Ufe-PRT  CO'«pcratlim 


SAFETY 

Save  a  life 

Yellow  Cab  Co-operatlng 


P.  R.  T, 

Co-operator" 


of  the  Will  Livelong  campaign  in  1927, 
when  a  decrease  of  20  per  cent  in  street 
fatalities  was  accomplished  in  Philadel- 
phia, it  had  been  hoped  by  those  who 
conceived  and  directed  the  present  state- 
wide drive  that  a  similarly  encouraging 
result  might  be  obtained  this  year.  Ac- 
tually street  accidents  in  both  city  and 
state  during  the  period  of  the  recent  cam- 
paign, as  compared  with  a  similar  period 
in  1927,  showed  an  increase.  The  same 
was  true  of  deaths   resulting   from  highway  accidents. 

The  explanation  of  the  rather  anomalous  situation  per- 
haps lies  in  the  fact  that  a  state-wide  movement  of  any 
kind  is  of  necessity  cumbersome.  It  proved  a  very  real 
problem  to  co-ordinate  the  work  in  various  sections  of 
the  state  and,  to  a  lesser  degree,  in  Philadelphia  proper. 
No  single  organization  was  responsible  for  carrying  on 
the  unified  campaign. 

The  Will  Livelong  campaign  in  April,  1927,  had  more 
immediate  and  more  far  reaching  results,  probably  be- 
cause it  was  a  purely  local  effort ;  because  it  was  financed 
and  directed  largely  by  a  single  organization  and  be- 
cause it  had  a  very  personal  and  direct  appeal  to  the 
individual  citizen  through  the  existence  of  the  central 
character  of  Will  Livelong,  the  Safety  Sage. 

While  the  Safety- — Save  a  Life  campaign  officially 
opened  on  April  1,  the  activities  in  Philadelphia  did  not 


Safety 

Save  a  life 

Ifer  Cooperating 


The  cartoon  entitled  "The  Guest  of  Honor" 
was  enlarged  for  a  window  poster  and  more 
than  2,000  distributed  to  stores,  schools  and 
clubs. 

get  well  started  until  about  a  week  later. 
Thus  the  actual  working  period  was 
only  about  three  weeks.  During  the 
Will  Livelong  campaign,  which  lasted 
for  the  entire  month  of  April  of  last 
year,  it  was  noted  that  the  mounting  toll 
of  these  accidents  was  not  checked  until 
well  into  the  third  week  of  the  campaign. 
After  that  the  curve  showed  a  distinct 
falling  off.  It  is  quite  possible  that  the 
Safety — Save  a  Life  campaign  would 
have  shown  a  similar  effect  had  it  continued  a  week  or 
two  longer.  It  is  significant  that  Philadelphia  was  the 
only  large  American  city  to  show  a  decrease  in  its  acci- 
dent death  rate  during  the  year  1927.  This  is  an  indica- 
tion that  the  safety  educational  work  which  is  being 
carried  on  in  that  city  has  a  cumulative  effect  and  the 
emphasis  given  to  it  by  occasional  campaigns,  such  as  this 
latest  one,  undoubtedly  has  a  salutary  effect. 

Considering  more  particularly  the  individual  work  of 
the  Philadelphia  Rapid  Transit  Company  during  this 
campaign  it  is  worthy  of  note  that  a  distinct  checking  of 
its  own  accident  toll  resulted  from  the  work  carried  on 
inside  of  the  transit  organization.  A  new  safety  record 
was  established  during  the  month  of  April,  no  fatal 
accidents  occurring  on  the  P.R.T.  street  car  and  high 
speed  system  throughout  that  period.  The  results  ob- 
tained in  April,  1927,  during  the  Will  Livelong  cam- 


Ih 


898 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.22 


^Drivels  Opened 

Schools. 


'»"•'"?." 


iiissiiff 

WEISSMEO' 


p.  R.  T.  to  Organize  'I  Crois  at 

Crossings  Club'  in  City 
Schools 


SI  PRIZES  OFFm 

lOpypiLsoFciiy 

p.   R.   T.   to   Give   Awards   for 
Posters  on  Safety  Week  Open- 
ing Here  Tomorrow 


AUTOISTS  TALK  IN  SCHOOLS 


Plain  for  partlctpatloo  hy  scbool 
chlldrei^  of  this  cliy  in  '■Chlldroni 
Safety  Week,"  which  opfns  tomor- 
row, were  outlined  yesterday  In  a 
circular  smt  out  by  Dr  Edwin  C. 
Brcome,    superintendent    ol  ^scboola. 

Speakers  from  the  Automf^ 
Club  of  PhUadelphla,   the  Keyj  P, 

'ijomgijl.'        ~         .  ..      ~ 


P.  R.T.  EMPLOYES 
AID  SAFEH  DRIVE 


Tlie  Safety  Patrols  among  the 
acbool  cbllilren  of  Pbiladelpnia  now 
number  181,  and  are  compoied  of 
2720  boys.  It  wbb  slated  at  a  meetlnK 
o(  P.  R.  T.  men  an^  mansRemeni. 
held  last  Tliiirsday  at  the  car  house 
at  10  til  and  LiiKorne  ulrc.-ts  m  eoiu- 
pleie  plans  for  Ihe  SaMySaK'-A-Llte 
catnpaltED.  Thrsc  patr(.|^>^.J^k  under 
Ihe  Huperviitliin  of  Phillip  (J.  I^wla. 

Laat  year's  safety  rampaisn.  fea- 
turlnit  Itie  gentat  Will  Livelong,  was 
ao  effective  that  accidents  involving 
any  of  (he  transportation  lines  of 
Ihe  company  were  reduced  15  per- 
cent. This  year  the  active  participa- 
tion Qf  the  transit  company  In  Gov- 
ernor Tlsher's  campaign  began  Mon- 


pay  e 
(hose  opt^i's 
a  letter  on   1 

In  addirici] 
organlzalit 
over    the 
of  school  0 
envlrt 
week  of  t 
and    a   pr# 
la  being  ( 
children 

The  I 
sonted  for  I 
delphia  clA 

To  The  B 

I  hereby  | 
ber  ot- 
Club"  to  l)f 
and  my  cl 
prevent  ac 

First: 
Rules. 

Second: 
brothers  an\ 


TO  HELP  SAVE 
"L(FE-A-DAY" 

In   co-operating    with   Coy 
er's   canftMl^n   of    "Salety— 


H.  T. 

HERE 

Fl»h- 
Save  B 
LIf*."  Ih*  Pl>llade1ilhia  Rapid  Tran- 
•li  Co.  will  uoderuke  ka  exuneive 
•ducallonil  profram  nmonit  iti 
1^.000  citipltf)'**  and  Kill  dletrlbulG 
Bte'^aie*  u>  rld«rs. 

Tliroiiiiti  a  alinlUr  campalsa  last 
ym,  P  n.  T.  reduced  aecldems 
IS    ngf  tent,  ."^i   a   furlb^   rodtic- 


Oficyalne  Otwarci< 

"Drajwu  Bezpieczen- 

»twa" 


Otwieraj^c  oficyalilie  Tydzic:i 
Drajwu  Bezpicczenstwa  Dzicci 
oczekiwancm  jest  powifkszenia 
liczby  cztonkow  w  iKiwo  uformo- 


Philadelphia  newspapers  devoted  much  space  to  the  safety  campaign.    The  activity  of  the  Philadelphia  Rapid  Transit  Company 

in  the  campaign  is  well  noted  in  these  typical  clippings 


paign,  were  noticeable  and  they  constituted  a  real  mark 
at  which  to  shoot.  The  period  from  April  8  to  28, 
inclusive,  showed  a  reduction  in  all  tyjies  of  accidents 
over  a  similar  period  in  1927  of  26.9  per  cent.  This 
figure  includes  street  car,  bus,  cab  and  elevated  divisions. 
This  record  compares  favorably  with  the  per  cent  reduc- 
tion accomplished  during  April,  1927,  since  it  is  naturally 
more  difificult  to  better  a  record  that  is  already  good. 

The  various  organizations  in  the  city  which  co-oper- 
ated in  the  Safety — Save  a  Life  campaign  included  the 
Citizens'  Safety  Committee  of  the  Chamber  of  Com- 
merce, the  Automobile  Club  of  Philadelphia,  the  Key- 
stone Automobile  Club,  the  public  and  parochial  schools, 
the  department  of  public  safety,  the  transit  organization, 
and  other  civic  bodies.  Each  assumed  responsibility  for 
a  certain  field  of  activities. 

What  P.R.T.  Did  Within  Its  Own  Organization 

The  activities  of  P.R.T.  during  the  campaign  might 
be  roughly  classified  as  (1)  those  carried  on  within  its 
own  organization  and  (2)  those  which  dealt  with  giving 
publicity  to  the  matter  of  street  safety  on  its  cars  and 
buses  and  through  its .  speakers'  bureau.  The  company 
accepted  a  commission  from  the  Governor  as  official  in- 
spection station  No.  1  for  the  inspecting  of  all  tyjjes 
of  vehicles  used  in  street  operation.  A  large  number 
of  these  stations  were  established  throughout  the  state, 
particularly  in  the  various  public  garages.  The  one  con- 
ducted by  P.R.T.  limited  its  activities  to  the  inspection 
and  certifying  of  company  vehicles  only.  Every  street 
car,  elevated  car,  bus,  cab,  and  truck  operated  as  a  part 
of  the  P.R.T.  system  carried  the  official  seal  of  the  State 
Department  of  Highways  during  the  month  of  April. 
This  indicated  that  its  brakes  and  general  equipment 
were  in  a  satisfactory  condition. 

Accident  clock  dials  were  placed  in  each  location  of  the 


company,  showing  its  daily  standing  and  the  standing  of 
the  campaign  to  date  as  compared  with  similar  periods 
during  1927.  One  t)f  the  hands  was  painted  red  and  the| 
other  hand  black  and  conscientious  efforts  were  made 
by  the  employees  to  keep  the  hand  representing  the  1928 
-Standing  behind  that  one  representing  the  standing  for 
1927.  A  special  issue  of  the  PRT  Co-operator,  con- 
taining a  large  and  varied  array  of  safety  propaganda 
was  distributed  to  the  15,000  employees  about  the  midd 
of  the  campaign. 

Safety  posters  were  widely  utilized  on  the  company^ 
bulletin  boards,  a  special  safety  message  from  Preside 
R.  T.  Senter  was  enclosed  in  the  pay  envelope  of  ever 
employee  early  in  the  campaign,  the  employee  commit'^ 
teemen    re])resenting   the   transportation   locations   were 
assembled  in  a  preliminary  meeting  and  urged  to  spread 
the  gospel  of  safety  among  their  constituents ;  in  shortJ 
every  possible  step  was  taken  to  get  the  idea  of  safet 
firmly  implanted  in  the  minds  of  all  employees  charge 
with  the  operation  of  vehicles. 

Large  cloth  banners  were  placed  in  the  various  cari 
houses,  garages,  and  other  locations,  bearing  the  sloga 
"Safety — Save  a   Life,   PRT   Co-operating."      Simila 
banners  were  displayed  on  water  tanks,  building  front 
and   other   prominent  vantage   points   over   the   systemj 
These   attracted    considerable   attention,   both   inside  of 
the  organization  and  out. 

The  spirit  of  friendly  rivalry  between  various  ind 
vidual  carhou.ses,  bus  garages,  cab  garages,  etc.,  le 
to  many  "zero"  days  for  various  locations — days  in  whic 
no  accidents  of  any  sort  were  charged  against  employees 
from  those  locations.  One  heavy  downtown  route,  for 
example,  has  operated  recently  for  a  period  of  332  daysj 
without  a  car  collision.  These  local  records  are  jealouslj 
guarded  by  representatives  of  the  particular  location 
involved. 


June  2, 1928 


ELECTRIC  RAILWAY  JOURNAL 


899 


The  week  of  April  8  to  14  was  used  as  an  introductory 
period  in  which  dash  signs  bearing  the  legend  "Safety 
— Save  a  Life — PRT  Co-operating"  appeared  on  the 
3,500  cars  and  buses  operating  on  the  streets  of  Phila- 
delphia. Various  safety  bulkhead  and  ceiling-rack  signs 
and  cab  cards  were  used  inside  the  vehicles.  Consider- 
able newspaper  publicity  was  given  to  the  proposed  activ- 
ities of  the  transit  organization  during  the  balance  of 
the  safety  month. 

From  the  standpoint  of  the  community  welfare  as  a 
whole,  it  is  probable  that  the  single  activity  of 
P.R.T.  which  accomplished  the  greatest  good  was  the 
operation  of  its  speakers'  bureau.  There  are  somewhat 
more  than  300  public  and  parochial  schools  in  the  city  of 
Philadelphia.  The  company  sent  representatives  into 
about  175  of  these  schools,  giving  more  than  250  talks. 
The  Automobile  Club  of  Philadelphia  and  the  Keystone 
Automobile  Club  also  did  good  work  in  sending  speakers 
into  the  schools,  although  neither  of  these  organizations 
went  into  this  activity  to  a  degree  equaling  that  of  the 
transit  system.  A  large  majority  of  the  school  children 
in  the  city,  of  proper  age  to  assimilate  safety  instruction 
readily,  were  reached  by  these  speakers.  The  week  of 
April  15  to  21  was  designated  officially  as  Children's 
Safety  Week  and  during  it  a  majority  of  the  safety  talks 
in  the  schools  were  delivered.  The  P.R.T.  speakers, 
in  particular,  stressed  the  importance  of  forming  proper 
safety  habits  while  children,  since  habits  are  obeyed  in- 
stinctively, and  the  habits  of  safe  procedure  while  on  the 
street  are  therefore  most  important. 

It  had  originally  been  intended  to  handle  the  speaking 
work  in  the  schools  with  the  membership  of  the  public 
speaking  class  conducted  for  P.R.T.  employees.  How- 
ever, the  requests  for  safety  speakers  were  so  great  and 
such  a  majority  of  the  requests  were  for  speakers  to  ap- 
pear before  9  o'clock  assernblies,  that  it  was  utterly 
impossible  to  fill  all  engagements  with  the  limited  mem- 
bership of  the  public  speaking  class.  Therefore,  addi- 
tional employees  and  company  officials  were  called  upon, 
so  that  eventually  a  corps  of  more  than  40  speakers  was 
assembled. 

The  speakers  had  at  their  disposal  safety  charts  and 
pictures    illustrating   various    types    of    child    accidents, 
as  well  as  a  supply  of  safety  rules  for  children,  pedes- 
trians and  autoists,  these  being  dis- 
tributed in  all  schools  where  P.R.T. 
speakers  entered. 

Safety  stories,  plays,  recitations, 
debates  and  similar  material  were 
prepared  and  sent  broadcast  to  the 
principals  of  all  the  public  and  paro- 
chial schools  for  whatever  use  they 
might  desire  to  make  of  them.  More 
than  350,000  membership  buttons  in 
the  "I  Cross  at  Crossings  Club"  were 
made  and  distributed  to  all  school 
children  in  the  city.  President  S.enter 
of  P.R.T.  presented  the  first  of  these 
membership  buttons  to  representa- 
tives of  the  public  and  parochial 
^schools  at  the  beginning  of  Chil- 
dren's Safety  Week  and  most  of  the 
ity  newspapers  had  photographers 
on  hand  to  record  this  event. 

At  the  close  of  Children's  Safety 

Itek  safety  patrol  flags  were  pre- 

ented  to  representatives  of  the  pub- 
tic  school  and  parochial  school  safety 


Large  cloth  banners  bearing  the  slogan,  "Safety — Save  a  Life — 
P.R.T.  Co-operating,"  were  prominently  displayed  at  many 
points  on  the  system 

patrols  by  the  Philadelphia  Rapid  Transit  Company  and 
silk  American  flags  of  the  same  size  were  presented  to 
these  representatives  by  the  Automobile  Club  of  Philadel- 
phia. This  presentation  was  held  in  the  Mayor's  office  at 
City  Hall,  the  flags  being  first  presented  to  Mayor 
Harry  A.  Mackey,  who  in  turn  gave  them  to  the 
boys.  This  pleasant  ceremony  was  preceded  by  drills  of 
crack  safety  patrols  in  the  downtown  section  of  the  city. 
The  P.R.T.  Kiltie  Band  provided  suitable  music. 

This  work  with  the  children  has  proved  doubly  satis- 
factory. In  the  first  place,  it  is  apt  to  be  more  eflfective 
and  more  permanent  in  nature  with  the  young  people 
than  with  adults.  In  the  second  place,  the  good-will 
established  between  the  company  and  the  children,  as  well 
as  the  parents  of  the  children,  is  of  no  small  value.  The 
transit  corporation  is  revealed  as  a  very  human  and 
friendly  organization,  instead  of  a  cold-blooded  thing  of 
business. 

An  additional  safety  activity  fostered  in  the  schools 
by  the  company  during  the  campaign  was  the  holding  of 


P.R.T.'s  booth  at  the  Philadelphia  Auto  Show.     Safety  literature  was  distributed  here 
and  the  part  played  by  the  transit  organization  emphasized  with  posters 


900 


ELECTRIC  RAILWAY  JOURNAL 


Vol.n,No.22 


.    One  of  the  billboard  posters,  acquainting  the  public 
with  the  safety  drive 

a  safety  poster  drawing  contest  among  the  children  in  the 
art  classes.  This  contest  was  inaugurated  during 
Childrens'  Week  and  was  to  continue  for  a  period  of 
one  month.  P.R.T.  offered,  as  prizes  for  the  best  safety 
posters  submitted,  memberships  in  the  Circulating  Pic- 
ture Club  of  the  Philadelphia  Art  Alliance.  These 
memberships  went  to  the  schools  from  which  the  winning 
posters  came,  rather  than  to  the  individual  pupils.  In 
this  way  a  school  from  which  a  winning  poster  was 
chosen  is  entitled  to  receive  twelve  fine  paintings  during 
the  course  of  the  ensuing  year,  each  painting  to  remain 
in  the  school  for  a  period  of  one  month.  This  arrange- 
ment was  to  comply  with  the  regulation  of  the  Philadel- 
phia Public  Schools,  which  states  that  no  individual  prizes 
may  be  given  to  school  children  for  any  contest  held 
in  the  schools. 

The  safety  cartoon  entitled  "The  Guest  of  Honor," 
which  first  appeared  in  the  special  safety  issue  of  PRT 
Co-operator,  attracted  so  much  attention  that  it  was  later 
reproduced  on  a  large  scale  as  the  central  theme  of  a 
window  poster.  P.R.T.  car  and  bus  supervisors  distrib- 
uted more  than  2,000  of  these  posters  to  the  stores  and 
community  shops.  A  large  number  were  also  sent  to 
various  schools  and  clubs. 

Letters  were  sent  to  every  club  in  the  city,  asking  that 


SAFETY  AiiTHETIME 


Safecii-Wealife  PRT&wpmtin^ 


Daily  standings  for  each  transporta- 
tion location  were  shown  by  acci- 
dent clock  dials 


the  safety  campaign 
be  supported  by 
resolutions,  by  the 
posting  of  safety 
pictures  on  the  club 
bulletin  boards,  and 
by  the  provision  of 
speaking  opportuni- 
ties for  a  safety 
speaker  either  from 
the  club's  member- 
ship or  from  the 
P.R.T.  speakers' 
bureau.  Many  of 
the  clubs  responded 
to  this  appeal  in 
one  or  more  of 
the  ways  suggested. 

This  was  practically  the  only  other  outside  safety 
campaign  activity  carried  on  by  the  transit  organiza- 
tion besides  those  already  mentioned.  The  work  was 
concentrated  upon  a  few  specific  functions  rather  than 
being  spread  out  over  every  field  of  safety  activity. 

In  this  way  it  was  possible  to  handle  the  transit  sys- 
tem's part  in  the  campaign  this  year  with  a  smaller  budget 
than  was  required  for  the  Will  Livelong  campaign.  Yet 
the  result  obtained  within  the  organization  and  among 
the  school  children  would  seem  to  indicate  that  fully  as 
much  benefit  was  derived  from  the  safety  work  during 
this  past  April  as  from  that  during  last  year's  campaign. 

As  a  windup  to  the  activities  carried  on  among  the 
children,  the  annual  Boys'  Week  Parade  was  staged  on 
May  5,  being  postponed  from  April  28  because  of  bad 
weather.  Representatives  of  the  safety  patrols  marched 
in  the  parade,  carrying  safety  banners  and  wearing 
caps  provided  by  P.R.T.  for  the  occasion.  The  1 10-piece 
prize-winning  band  of  the  transit  organization  took  part. 

So  far  as  the  transportation  system  was  concerned  the 
April  campaign  was  but  a  passing  phase  in  the  year-round 
schedule  of  safety  work.  "Bigger  and  better  zero  days" 
are  what  the  entire  organization  is  shooting  for  now. 


Cross-Seats  for  200  Detroit  Trailers 


A  safety  poster  drawing  contest  was  fostered  among  children  in 
art  classes.     Here  are  four  of  the  stencil  posters  submitted 


Longitudinal  seats  have  been  replaced  by  leather  upholstered 
cross-seats  in  this  Detroit  trail  car 

LEATHER  upholstered  cross-seats  have  been  installed 
^  in  place  of  the  old  cane  upholstered  longitudinal  seats 
in  one  of  the  trail  cars  of  the  Department  of  Street  Rail- 
ways, Detroit,  Mich.  The  change  was  made  at  low  cost 
by  reclaiming  a  number  of  seats  from  dismantled  cars 
and  re-upholstering  them  in  leather.  Work  has  been 
started  on  a  similar  conversion  of  about  200  more  trailers. 


Levis  Tramways  Increases  Revenue 
with  Weekly  Pass 


Careful  adjustment  of  the  fare  schedule  is  neces- 
sary to  insure  success.  Cash  fare  and  the  ticket  rate 
must  bear  certain  relation  with  the  cost  of  the  pass 


ByH.E.  Weyman 

Manager  Levis  Tramways  Company,  Levis,  Quebec,  Canada 


At  left — Dating  the  weekly  passes  with  a  reciprocating  stamper.     At  right — Stitching  the  passes  together  in  pads 


DECREASES  of  trafific  and  revenue  during  the 
first  four  months  of  1925  caused  the  Levis  Tram- 
ways, Levis,  Quebec,  Canada,  to  install  the 
weekly  pass.  The  company  had  studied  the  pass  system 
carefully  and  was  ready  to  adopt  it  when  circumstances 
l>roved  that  something  should  be  done  to  stimulate  traffic 
and  to  counteract  the  efl'ect  of  the  private  automobile. 
The  railway  system  is  a  suburban  one  with  terminal  load- 
ing and  unloading  at  the  Quebec  Ferry,  and  therefore 
not  a  particularly  favorable  one  on  which  to  use  a  weekly 
pass.  The  management,  however,  decided  that  with  care- 
ful adjustment  of  rates  of  fare  it  could  be  made  to  pay, 
and  consequently  adopted  it. 

At  first  a  $1  pass  was  used  with  the  cash  fare  of  10 
cents  and  the  ticket  fare  of  four  for  30  cents  on  the  two 
single-zone  routes  within  Levis.  The  sales  of  the  first 
four  weeks  were  about  15  per  cent  of  the  total  revenue. 
In  the  week  of  July  12,  1925,  the  same  pass  was  made 
etifective  in  the  first  or  Levis  zone  of  the  third  route, 
the   one  extending   to   the   Quebec   Bridge.     The   sales 


immediately  increased  24  per  cent.  It  was  gratifying  to 
learn  that  satisfied  patrons  were  telling  others  of  the  new 
system  and  to  such  an  extent  that  riders  in  the  second 
zone  were  soon  asking  for  a  pass. 

Effect  of  Ticket  Combinations  on  Weekly  Pass 

The  request  from  the  second-zone  or  St.  Romuald 
liders  for  a  pass  offered  the  opportunity  to  make  a  bar- 
gain. The  public  wanted  a  weekly  pass  and  the  company 
wanted  to  sell  strips  of  tickets  that  would  not  be  too  easy 
for  a  casual  rider  to  obtain.  The  company  arranged  with 
the  municipal  authorities  for  the  sale  of  six  tickets  for 
45  cents  instead  of  four  for  30  cents,  the  public  agree- 
ing to  this  alteration  in  exchange  for  a  $1,75  pass  to  go 
into  effect  in  November,  1925.  The  first  week's  sale  of 
the  new  pass  was  only  42,  but  in  a  short  time  the  number 
more  than  doubled.  Also  the  number  of  cash  fares  of 
10  cents  per  zone  increased  30  per  cent  during  the  first 
week,  a  most  gratifying  increase.  This  experience  proved 
convincingly  that  the  most  profitable  use  of  a  weekly  pass 


901 


902 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.22 


TABLE  I— DISTRIBUTION  OF  PASSENGERS  ACCORDING  TO  FARE 
USED,   IN   PER  CENT 


1924 

Cash 13.3 

Tiokete 86.7 


1925 
(Pass  Used 
Seven  Mos.) 

11.5 

68.4 

20.1 


1926 
13.3 
48.4 
38.3 


1927 
13.0 
44.6 
42.4 


1928 

(Three 

Months) 

11.2 

42.0 

46.8 


occurs  when  the  ticket  is  not  made  too  accessible  for 
those  who  are  really  casual  riders  on  the  one  hand  or 
who  might  be  regular  riders  with  the  pass  on  the  other 
hand. 

It  may  not  seem  that  45  per  cent  is  a  large  enough 
investment  to  deter  fairly  good  riders  from  using  tickets, 
especially  when  the  tickets  are  sold  on  the  cars.  Yet  it 
is  a  fact  that  tickets  in  strips  of  six  or  eight  tend  to  make 
the  regular  rider  a  better  and  more  profitable  one  by 
using  the  convenient  pass,  while  casual  riders  accept 
the  dime  cash  fare  to  avoid  bother. 

The  results  in  Levis  demonstrate  how  much  care  must 
be  exercised  in  arranging  cash  and  ticket  rates  to  work 
with  the  pass.  The  cash  fare  and  the  ticket  rate  must 
bear  certain  relations  with  the  pass  or  the  best  results 
will  not  be  obtained.  Quite  often  one  sees  a  property 
putting  a  weekly  pass  into  effect  with  no  consideration 
for  the  remaining  fare  scale.  As  a  result  the  pass  is 
usually  a  failure. 

Ratio  of  Pass  Revenue  to  Total  Rises 

The  opening  sale  of  the  first  or  $1  pass  was  250.  This 
same  pass,  with  no  change  in  privileges,  attained  a  sale 
of  718  in  the  week  of  March  18,  1928.  In  like  manner 
the  two-zone  or  $1.75  pass  has  advanced  from  42  to  a 
winter  sale  averaging  90  and  a  summer  sale  as  high  as 
130.  The  outstanding  fact  is  that  revenue  from  prepaid 
users  of  the  pass  has  risen  from  1 5  to  26  per  cent  of  the 
total  revenue. 

The  accompanying  graphs  show  the  revenue  received 
from  cash  fares,  tickets  and  passes.  It  will  be  noted  that 
cash  fares  showed  an  immediate  increase  as  soon  as  the 
sale  of  tickets  in  strips  of  six  replaced  the  sale  of  tickets 
in  strips  of  four.  The  increase  has  continually  been  in 
evidence  since  the  change.  The  revenue  from  tickets 
sold  shows  a  decline  due  to  the  pass.  This  decline  indi- 
cates that  the  ticket  rider  has  been  converted  to  a  pass 
owner,  paying  more  than  he  did  for  the  tickets  but  en- 
joying more  convenience.  The  revenue  from  passes 
varies  from  month  to  month,  as  some  months  are 
credited  with  five  weeks  and  others  only  four.  How- 
ever, the  gradual  increase  in  the  sale  is  well  demon- 
strated. 

Transferability  of  the  pass  has  caused  no  loss  of  cash 
fares  that  might  have  been  paid  otherwise  by  members 
of  the  pass  holder's  family.  Cash  fares  increased  from 
295,851  in  1926  to  324,781  in  1927  at  the  very  time  that 
the  tickets  decreased  from  1,078,301  to  1,065,182.  The 
pass  and  cash  sales  tend  to  advance  at  the  same  time  be- 
cause pass  holders  prefer  to  pay  the  dime  fare  to  pur- 
chasing six  tickets  for  45  cents. 

When  the  weekly  pass  was  first  mentioned  the  com- 


TABLE  n— DISTRIBUTION  OF  TOTAL  REVENUE  WITH  RESPECT  TO 
TYPE  OF  FARE,  IN  PER  CENT 

1925 

(Pan  Used 
1924      Seven  Mos.) 

Cxh 17.8  17.4 

Tioketo 82.2  73.0 

PaatM 9.6 


1926 

1927 

1928 
(Three 
Months) 

22.3 
56.9 
20.8 

22.8 
51.5 
25.7 

20.3 
51.8 
27.9 

1928 

m  22 

APR '28 


Levis  Tramways  Co.-LaCiedes  Tramways  de  Levis 

WEEKLY  PASS-PASSE  HEBDOMADAIRE 

PASS  BEARER 

WITHIN  LIMITSof  LEVIS 
and  LAUZON  DIVISIONS. 

M.. 


LAISSEZ  PASSER  IE  PORTEUR 

En  dc^dans  des  limites  des 
division^  de  Levis  et  Lauzon 


SHOW  PASS  ON 
ENTERING  CAR. 


27010 


Montrex  la  Passe  en 
entrant  dans  le  Char, 


Ya«  mif  lend  me  !•  Modier, 
Fa<)ief ,  Daughter,  .Son,  Siatcr,  Br** 
Ihif .  Friend  or  Domctlk. 

1  bdenf  to  the  faaul; — One  at 


Vmu poures  metier  i  la  Mere, 
au  Fire,  1  la  Fille.  au  Fill,  a  la 
Stxur,  au  Frere,  a  l*ami  ou  au 
Donieiti^iUe. 

Jwartiena  a  toute  la  f&mille— 
int  a  b  foia. 


At  top — Face  of  one  of  the  printed  weekly  passes  used  by  the 
Levis  Tramways.  At  bottom — Reverse  side  of  the  same  pass 
showing  one  of  the  slogans  used 

pany  actually  feared  it.  The  many  possibilities  of  misuse 
and  the  thought  that  increased  car  service  would  be  re- 
quired to  take  care  of  the  pass  riders  caused  an  unfavor- 
able reaction  toward  its  adoption.  However,  it  was  felt 
that  the  pass  would  be  worth  while  in  making  fare  col- 
lections more  convenient  for  both  operators  and  patrons, 
and  that  it  would  serve  as  a  good  will  measure. 

Experience  with  the  pass  showed  that  there  was  a  very 
definite  limit  to  the  number  of  rides  that  pass  holders 


Total  passengers  by  months  for  the  years  1924  to  1927,  inclusive. 
The  total  has  climbed  steadily  since  the  introduction  of  the 
weekly  pass 


June  2, 1928 


ELECTRIC  RAILWAY  JOURNAL 


903 


1926 


Total  revenue  by  months  for  the  period  from  January,  1924,  to 
February,  1928,  inclusive.  It  is  significant  that  the  pass  has 
caused  a  large  increase  in  revenue  as  well  as  in  number  of 
passengers  carried 

averaged  despite  the  theoretical  unlimited  service.  An 
average  of  about  2^  through  rides  a  day  has  been  main- 
tained practically  since  the  start.  To  avoid  possible 
abuse  of  the  pass  the  following  was  printed  on  the  front 
of  each  one : 

Pass  must  be  shown  to  car  operators  and  inspectors  upon  enter- 
ing car  and  is  good  for  only  one  passenger  on  any  given  trip 
and  must  remain  in  possession  of  passenger  during  trip.  Any 
attempt  to  misuse  pass  renders  it  void.  Company  reserves  the 
right  to  cancel  the  pass  system  at  any  time. 


5rr 

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vf--— 

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i. 

On  the  back  of  the  passes  the  following  information 
was  printed : 

The  issue  of  this  pass  constitutes  an  attempt  by  this  company 
to  provide  a  method  whereby  the  general  public  can  obtain  cheap 
fares.  In  other  words,  it  is  an  attempt  to  sell  "transportation  at 
wholesale  rates."  Any  person  attempting  to  illegally  use  this 
pass  in  any  way  will  be  arrested  for  fraud. 

Prosecution  of  the  few  persons  who  did  misuse  the 
pass  soon  put  an  end  to  the  practice.  The  public  ap- 
proved of  this  policy  for  it  appreciated  that  the  pass  was 
instituted  for  its  benefit.  _  , 

Cheaper  Paper  Now  Used  for  Passes         '^  ', 

Bearing  on  the  question  of  fraud  with  the  pass,  a 
simpler  and  cheaper  pass  is  now  used.  The  original  card 
showed  all  the  months  of  the  year  and  had  date  spaces, 
so  that  it  could  be  punched  to  show  the  week  of  use. 
The  simple  printed  pass,  shown  in  one  of  the  accom- 
panying illustrations,  is  now  used.  The  tickets  are 
printed  in  large  quantities  with  blank  spaces  for  the  date. 
They  are  of  different  colors  and  have  serial  numbers. 
Previous  to  any  week's  sale  the  passes  are  dated  with  a 
reciprocating  stamper.  The  passes  are  then  put  up  in 
pads  of  five,  ten  or  fifteen,  with  a  stub  carrying  the 
printed  serial  number  and  the  stamped  date.  The  ma- 
chines for  dating  and  binding  the  passes  are  also  illus- 
trated. The  backs  of  the  passes  are  used  for  company- 
publicity  and  bear  advertising  slogans. 

The  success  of  the  pass  plan,  perhaps,  may  be  credited 
to  the  whole-hearted  manner  in  which  the  system  was 
put  into  effect.  Every  channel  of  salesmanship  and  pub- 
licity that  was  suggested  or  could  be  thought  of  was 
used,  and  as  a  result  every  prospective  buyer  of  the  pass 
was  informed  of  the  plan.  The  management  feels  that  if 
Levis  had  half  a  dozen  theaters  instead  of  one,  with  night 
schools,  ballrooms,  lecture  halls  and  the  like  in  addition, 
the  publicity  program  would  have  been  still  more  suc- 
cessful. 


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■v, 

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■/itrt 

ts 

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_J_1_1_J 

1925 


I92e 


1927 


1926 


Revenue  by  months  for  the  period  from  January,  1924,  to 
February,  1928,  inclusive,  from  passes,  tickets  and  cash  fares. 
While  revenue  from  tickets  has  declined  the  revenue  from 
both  passes  and  cash  fares  has  increased 


Railway  Wages  Increased  3  Per  Cent 
Between  1926  and  1927 

WAGES  for  motormen  and  conductors  in  44  of  the 
larger  cities  of  the  country  are  tabulated  for  two 
years  in  the  "Bulletin  of  Labor  Statistics"  for  March, 
1928.  The  dates  selected  are  May  15,  1927,  and  May  15, 
1926.  The  average  increase  between  these  two  dates  was 
3  per  cent.  Twelve  industries  were  considered  and  the 
electric  railways  were  one  of  the  six  whose  hourly  wage 
rate  increased  during  the  year.  The  others  were  the 
bakers,  building  trades,  chaufifeurj  and  teamsters,  book 
and  job  printing  and  publishing,  and  newspaper  printing 
and  publishing.  On  the  other  hand,  four  trades  showed 
decreases  in  hourly  wages  during  this  period,  namely, 
granite  and  stone  cutters,  laundry  workers,  linemen  and 
longshoremen.  The  two  industries  covered  in  the  report 
but  not  listed  as  increasing  or  decreasing  were  barbers 
and  bus  drivers.  The  barbers'  wages  could  not  be  com- 
pared on  an  hourly  basis.  A  table  is  published  of  wages 
of  bus  drivers  from  27  cities  as  of  May  IS,  1927,  in 
general,  the  bus  lines  listed  are  those  affiliated  with  the 
electric  railways  in  the  cities  covered.  Corresponding 
data  were  not  collected  in  1926. 

The  number  of  men  included  in  the  electric  railway 
group  were:  motormen  and  conductors,  57,289,  and  in 
the  bus  group  were  bus  drivers,  2,730. 


904 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No. 22 


Cleveland  Light  Metal  Car 
Uses  Less  Energy 

Energy  saving  from  reduced  weight,  as  compared 

with  the  same  car  when  built  of  steel, 

amounts  to  more  than  17  per  cent 

Tests  made  with  the  akiminum  car  of  the  Cleveland 
Railway,  No.  1376,  have  shown  a  considerable  reduction 
in  energy  consumption  owing  to  its  lower  weight.  The 
car  is  of  the  company's  standard  "pay-pass"  design,  with 
one  large  entrance  door  in  front  and  two  exit  doors  at 
the  center,  known  in  Cleveland  as  the  "1300  type."  It 
was  built  some  two  years  ago  and  was  a  conspicuous 
feature  of  the  1926  Convention  exhibit  in  Cleveland. 

The  car  is  51  ft.  2  in.  long  over  bumpers  and  weighs, 
with  equipment,  30,300  lb.  The  weight  of  a  steel  car  of 
the  same  design  and  equipment  would  be  43,200  lb.,  so 
that  the  use  of  aluminum  alloys  effects  a  saving  of  about 
12,900  lb.  Full  particulars  of  the  structural  features  of 
the  car  were  published  in  Electric  Railway  Journal 
for  April  9,  1927,  page  655. 

The  car  was  put  in  service  Dec.  2,  1926,  and  a  daily 
record  has  been  kept  of  the  car-miles  made  by  it  and  the 
kilowatt-hours  used.  During  part  of  this  time  the  car 
has  been  used  as  a  single  unit  and  during  another  part  of 
the  time  it  has  hauled  a  trailer.  It  began  in  train  service. 
and  from  Dec.  2,  1926,  to  January  11,  1927,  an  additional 
60  per  cent  in  mileage  was  credited  to  it  to  allow  for  the 
extra  energy  taken  in  pulling  a  trailer.  On  this  basis  the 
following  results  were  obtained : 


Kilowatt-hours    consumed     11,0S4 

Car-miles    run    4,864 

KUowatt-houra   per   car-mile    2.27 


On  Jan.  11,  1927,  those  in  charge  of  the  test  began 
to  keep  separate  readings,  one  set  to  be  while  the  car  was 
being  run  as  a  single  unit  and  one  set  while  it  was  being 
operated  as  a  leading  car  of  a  two-car  train.  At  the  same 
time,  the  company  decided  to  keep  daily  mileage  and 
energy  consumption  records  of  three  other  cars  of  similar 
design  but  built  of  steel,  oi)erating  over  the  same  route 
under  the  same  conditions.  The  results  of  this  test  up 
to  the  end  of  March,  1928,  appear  in  the  accompanying 
table. 

It  will  be  noticed  that  figures  for  per  cent  saving  dur- 
ing January  and  February,  1928,  are  quite  low  compared 
with  other  figures  in  the  same  column.  This  is  due  to 
the  failure  of  the  trainmen  to  separate  the  records  for 


the  aluminum  car  in  single  unit  and  train  operation. 
This  has  now  been  corrected,  and  the  figure  for  per  cent 
saving  is  moving  back  to  normal. 


Window  Wipers  Speed  Operation 

REGULAR  passenger  cars  of  the  Connecticut  Com- 
pany, New  Haven,  Conn.,  have  been  equipped  re- 
cently with  window  wipers.  The  management  believes 
that  this  will  have  two  advantages :  it  will  reduce  the 
accident  hazard  by  giving  the  motorman  clearer  vision 
in    stormy    weather,    and    it    will    also    permit    closer 


Window   wipers   on   cars   of   the   Connecticut   Company   clear   a 
large  area  of  the  gl^ss  in  front  of  the  motorman 

adherence  to  schedules  at  such  times,  by  relieving  the 
motorman  of  the  necessity  of  stopping  the  car  every  few 
minutes  to  clean  off  the  glass  of  the  front  window.  The 
wipers  are  of  the  swinging  arm  type  and  clear  a  large 
area  of  the  glass.  They  are  manually  operated,  as  it  is 
thought  that  such  mechanism  is  more  rugged  and  reliable. 
Orders  were  first  placed  by  the  company  for  a  few 
wipers  for  trial.  These  proved  so  satisfactory  that  orders 
were  entered  for  enough  to  equip  the  remaining  cars. 
A  total  of  947  cars  have  been  equipped,  making  this 
the  largest  installation  of  the  kind  yet  made. 


COMPARISON  OF  ENERQY  CONSUMPTION  ON  CLEVELAND  RAILWAY  ALUMINUM  CAR  1376  WITH  STEEL  CARS  1370,  1371,  1372 


Month  Kilowatt- 

1927  Hours 

January 3,210 

Februaij 4,695 

March 4,682 

April 6,448 

May 4,897 

June 5,706 

July 6,036 

Ausuat 3,94 1 

September 

October 3,904 

November 4,342 

December 5,487 

1928 

January 7,416 

February 3,430 

March 5,829 

Total 70.023 


•  Aa  Motor  - 

Car- 
Milea 
1,450 
2,348 
2,414 
3,266 
2,474 
2,850 
2,990 
1,760 


1,432 
1,832 
2,222 

2,(72 
1,298 
2,472 

31,680 


-Aluminum  Car  I  376- 


Kilowatt- 
Hours  per 
Car-Miles 
2.21 
2.00 
1.94 
1.97 
1.98 
2.00 
2.02 
2.24 


Traiii- 


2.16 
2.37 
2.47 

2.59 
2.64 
2.35 

2.21 


-Steel  Cars  1370,  1371 


36,165 


9,003 


4.02 


Kilowatt- 
Hours 
38,270 
38,085 
42,550 
42,914 
43,108 
21,289 
31,020 
39,534 
40,760 
39,693 
39,399 
46,414 

48,736 
42,886 
42,250 

598,908 


Car- 
Miles 
13,711 
14,166 
15,938 
16,419 
17,068 
8,237 
11,940 
14.505 
15,544 
15,194 
14,758 
16.475 

17.512 
15,634 
15.971 

223,072 


,  1372 . 

Kilowatt- 
Hours  per 
Car-MJle 

2.79 

2.69 

2.67 

2.61 

2.53 

2.58 

2.60 

2.73 

2.62 

2.61 

2.67 

2.82 

2.78 
2.74 
2.65 

2.6S 


Per.  Cent  { 
Saving 
20.4 
25.7 
27.3 
24.5 
21.8 


21 

22. 

17. 

II. 
12. 


6.8 
3.7 
11.3 


June  2, 1928 


ELECTRIC   RAILWAY  JOURNAL 


905 


Further  Analysis  of  Car  Heating  Costs 

Chicago  Surface  Lines, 

Chicago.  III.,  April  30,  1928. 
To  the  Editor : 

I  have  read  the  article  by  .\.  W.  Baumgarten  in  the 
April  21,  1928,  issue  on  the  subject  of  cutting  heating 
costs  by  recovery  of  energy  from  dynamic  braking.  This 
article  has  been  of  particular  interest  inasmuch  as  we 
have  been  studying  the  same  problem  for  some  time  past 
and  have  been  unable  to  estimate  a  saving  of  such  magni- 
tude as  indicated  by  Mr.  Baumgarten. 

Mr.  Baumgarten's  figure  for  average  miles  per  car  per 
day,  180,  is  rather  high  for  city  service.  We  only  aver- 
age about  103  miles  per  car  per  day,  or  less  than  ten 
hours  at  11  m.p.h.  schedule. 

The  total  heat  required  per  month  will,  of  course, 
vary  from  day  to  day,  and  the  average  car  cannot  be  ex- 
pected to  be  in  service  every  day  in  the  month  as  indi- 
cated by  Mr.  Baumgarten's  figures.  For  purposes  of 
comparison,  full  day  months  will  be  used,  however. 

The  kilowatt-hours  required  to  heat  a  car  per  day  will 
necessarily  vary  with  conditions,  such  as  loading,  outside 
temperature,  use  of  storm  sash,  elimination  of  heat  wast- 
age through  windows,  doors,  etc. :  thermostat  setting  and 
ventilation.  A  lengthy  article  in  the  Sept.  30,  1922,  issue 
of  the  Journal  covered  this  subject  thoroughly.  It  has 
been  found  that  electric  heating  can  maintain  our  cars  in 
service  at  a  temperature  of  52  deg.  F.,  which  is  our  ther- 
mostat setting,  with  an  expenditure  of  energy  as  shown 
in  the  accompanying  table. 

Outaide  Temperature,    Kilowatt-Houra  per  Hour  Kilowatt-Hours  per  Car-Mile 
T^""   1^  of  Oiwration  Based  on  1 1  M.P.H.  Schedule 

0.027 


Deg.  F. 
50 
45 
40 
35 
30 
25 
20 
15 
10 


0.3 
1.0 
).4 
2.2 
2.6 
5.3 
5.9 
8.3 
9.6 
10.7 


0.091 

0.127 

0.20 

0.236 

0.48 

0.627 

0.755 

0.873 

0.974 


These  figures  are  for  a  closed  wood-body,  double-truck 
car,  49  ft.  2  in.  over  bumpers,  equipped  with  bulkheads, 
storm  sash  for  winter  use,  having  adequate  ventilation 
and  with  seating  accommodations  for  40  passengers. 
Electric  heaters  rated  at  8.8  kw.  at  500  volts  are  in- 
stalled, and  have  sufficient  capacity  to  maintain  a  tem- 
perature rise  of  40  deg.  F.  in  service,  as  required  by  city 
ordinance.  This  contrasts  somewhat  with  Mr.  Baumgar- 
ten's statement  of  13  kw.  required  to  secure  35  deg.  rise. 

For  the  cost  of  hauling  additional  weight  we  prefer  a 
figure  of  0.05  to  0.06  kw.-hr.  per  mile  per  1,000  lb.  for 
energy  alone  used  in  transportation,  as  this,  is  more 
readily  applicable  to  any  property  than  any  arbitrary 
figure  of  cents  per  year.  It  takes  into  consideration  aver- 
age miles  traveled  as  well  as  local  cost  of  power.  Based 
on  37,593  car-miles  per  year  and  1.25  cents  per  kilowatt- 
hour  as  applied  to  our  local  situation  this  amounts  to 
2.58  cents  per  pound  per  year. 

In  order  to  make  a  direct  comparison,  I  obtained  the 


government  temperature  record  for  Chicago  for  the 
months  given  in  Mr.  Baumgarten's  paper  and  find  that 
6,478  kw.-hr.  would  maintain  the  temperature  of  one  of 
our  cars  at  52  deg.  F.  for  ten  hours  service  each  day,  for 
a  period  of  168  days.  This  is  shown  in  detail  in  the 
following  table : 


Month,         Number  of  Days  During  the  Month  at  Which  the  Kw.-Hr. 

1924                          Average  Temperature  in  Deg.  F.  Was:  per  Car* 

8       10       15       20       25       30       35       40       45       50 

January 8163324310  2,028 

February 0005688200  1.155 

March 0         0         0          1          1        10        10         5         3          I  805 

April 0000011287  247 

November....     0010235835  564 

December 6221663410  1,736 

Season 14         3         9       10       18       30       31       24       16       13  6,478 

♦Total  kilowatt-hours  per  car  for  the  month  required  to  maintain  a  temperature 
inside  of  52  deg.  F.  for  ten  hours  of  service  each  day. 


It  would  appear  that  the  car  mentioned  in  the  table 
was  heated  during  the  same  season  outlined  in  Mr. 
Baumgarten's  article  at  a  cost  to  our  company  of  $81,  or 
$375  less  than  the  cost  for  heating  Mr.  Baumgarten's 
car.  The  cost  of  energy  for  heating  is,  therefore,  the 
most  important  factor  in  a  determination  of  whether  an 
installation  of  this  type  would  be  economical  or  not,  as 
the  above  difference  in  cost  is  greater  than  the  estimated 
$301  saving. 

On  Mr.  Baumgarten's  temperature  curves  the  tempera- 
ture rise  continually  grows  smaller  from  3  p.m.  to  mid- 
night. For  the  five  hours  7-12  p.m.,  a  rise  of  approxi- 
mately 28  deg.  is  maintained.  In  his  article  the  average 
return  of  power  is  seen  to  be  8  kw.  or  3.5  deg.  rise  per 
kilowatt  of  heater  input.  On  our  cars,  mentioned  above, 
we  obtain  approximately  4.55  deg.  rise  per  kilowatt  input 
and  Mr.  Baumgarten's  older  cars  indicated  35  deg.  rise 
with  13  kw.  input,  or  only  2.7  deg.  rise  per  kilowatt. 
Mr.  Baumgarten's  temperature  curves  would  indicate 
that  whenever  the  temperature  falls  below  22  deg.  F. 
outside,  auxiliary  heat  would  be  required  in  addition  to 
that  obtained  from  dynamic  braking  in  order  to  maintain 
a  temperature  of  50  deg.  F.  in  the  car.  In  the  season 
under  consideration  there  were  36  days  for  which  the 
outside  temperature  was  below  20  deg.  F.  out  of  the  total 
of  168,  or  15.5  per  cent.  Some  additional  heat  supply 
would  be  necessary  for  this.  Mr.  Baumgarten's  article 
states :  "The  car  was  put  in  regular  service  at  5  :30  a.m. 
with  an  inside  temperature  of  40  deg.  F.  obtained  with 
the  auxiliary  heaters,  and  an  outside  temperature  of  about 
12  deg.  F."  From  his  curves  we  read  a  rise  of  28  deg. 
at  2 :30  a.m.  and  a  rise  of  30  deg.  at  5 :30  a.m.  or  2  deg. 
increase  as  a  result  of  5  kw.  for  three  hours. 

In  our  study  of  resistor  heating  of  cars  we  have  con- 
sidered three  distinct  types  or  classes  of  utilization  : 

1.  Inclose  present  grid  resistors  with  ventilated  box 
leading  into  duct  in  car. 

2.  Additional  resistor  heaters  within  car  body  for 
use  as  accelerating  resistors. 

3.  Additional  resistor  heaters,  control  and  motor  ca- 
pacity for  rheostatic  use  in  acceleration  and  braking. 

The  first  plan  is  by  far  the  simplest  and  while  we 
consider  it  only  60  per  cent  efficient,  the  first  cost  is  only 


906 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.22 


$125,  the  additional  weight  200  lb.,  and  it  is  worth  5-10 
kw.  of  heat,  depending  on  installation  and  service,  with 
an  estimated  saving  of  $28.75  per  car  per  year  obtained 
at  a  cost  of  $18.60,  or  net  saving  of  $10.15. 

The  second  plan,  while  100  per  cent  efficient,  involves 
$550  and  612  lb.  additional  cost  and  weight  for  40  per 
cent  of  the  heat  required.  A  maximum  saving  of  $46  is 
obtainable  at  a  cost  of  $69  for  fixed  charges  and  $14.40 
for  energy  for  hauling  extra  weight. 

The  third  plan  would  furnish  all  the  heat  required,  at 
a  saving  of  $115,  but  would  require  the  following 
additions : 


Cost  Weight,  Lb. 

Heaters $840  680 

Control 440  470 

Motors 160  80 

Total $1,440  1,230 


Fixed  charges  of  $180  and  energy  cost  for  transporta- 
tion of  about  $30  would  indicate  this  to  be  an  uneconomi- 
cal installation. 

In  conclusion  it  might  be  said  that  performance  as  out- 
lined in  Mr.  Baumgarten's  tabulation  might  be  obtained 
for  a  single  car,  even  to  the  excessive  cost  for  energy 
consumed  for  heating,  and  if  his  cars  require  this  much 
energy  and  an  average  of  180  car-miles  per  day  for  each 
day  in  the  month  is  obtained,  then  it  is  entirely  probable 
that  it  would  be  profitable  to  equip  cars  for  the  utilization 
of  this  waste  energy.  But  we  cannot  expect  that  every 
property  can  show  such  savings  and  the  individual 
economic  factors  must  be  determined  for  the  installation 
under  consideration.  W.  C.  Wheeler, 

Engineer  of  Equipment. 

Note — According  to  the  custom  of  this  paper,  the  above  letter 
was  submitted  to  the  author  of  the  article  for  such  comments  as 
he  desired  to  make.  Mr.  Baumgarten  has  made  a  thorough 
analysis  of  the  points  raised  by  Mr.  Wheeler,  to  which  he  has 
replied  to  in  detail.     His  letter  is  printed  below. — Editor. 


Chicago  &  Joliet  Electric  Railway 

JoLiET,  III.,  May  19,  1928. 
To  the  Editor : 

With  further  reference  to  the  article  by  the  writer  as 
published  in  the  April  21,  1928,  issue  on  the  subject  of 
energy  savings  from  dynamic  braking  and  heating,  there 
appears  to  be  some  misunderstanding  with  regard  to  the 
data  given  in  this  article  and  particularly  with  respect  to 
the  costs  and  possible  savings  on  other  properties.  With 
this  in  view,  it  seems  neces.sary  to  explain  further  in 
detail  how  these  figures  were  arrived  at  and  point  out 
particularly  that  the  analysis  given  pertains  only  to  the 
property  of  the  Chicago  &  Joliet  Electric  Railway  and 
that,  in  order  to  arrive  at  savings  that  might  be  eifected 
on  other  properties,  certain  factors  and  conditions  must 
be  changed.  This  is  true  of  the  analysis  of  Mr.  Wheeler's 
comments  regarding  the  article  appearing  in  the  April 
21  issue. 

In  the  comparisons  made  by  Mr.  Wheeler,  he  has  en- 
deavored to  reconcile  the  figures  given  with  those  of  the 
Chicago  Surface  Lines,  which  cannot  be  done,  inasmuch 
as  practically  no  small  properties  enjoy  the  low  power 
rates  and  low  average  mileage  per  car  as  those  obtained 
in  Chicago.  It  will  be  noted  that  Table  III  of  the  April 
21  issue  was  ba.sed  on  180  miles  per  car  per  day,  150-day 
heating  season  and  thermostat  control  set  at  60  deg.  This 
was  based  on  the  full  number  of  miles  per  day  of  cars  in 


service  and  not  on  the  average  miles  per  day  of  all  city 
cars.  If,  as  Mr.  Wheeler  mentions,  the  Chicago  cars  are 
in  service  less  than  ten  hours  per  day,  then  the  total 
equipment  in  use  is  a  little  over  50  per  cent.  On  most 
smaller  properties  the  average  hours  in  service  would  be 
considerably  more  than  this.  On  the  Chicago  &  Joliet 
Electric  Railway,  the  average  service  of  all  city  cars  is 
fourteen  hours  per  day.  However,  the  figures  given  in 
Table  III  are  based  on  actual  operation  and  metered 
energy  over  the  period  as  shown  and  must  be  taken  on 
the  basis  of  180  miles  per  car  per  day,  60  deg.  thermostat 
setting  and  150-day  heating  season.  The  heating  season, 
however,  is  usually  longer  than  this  and,  for  the  period 
shown,  was  actually  about  168  days. 

Referring  to  the  table  showing  the  variation  of  kilo- 
watt-hours per  hour  of  operation,  with  outside  tempera- 
ture as  shown  in  the  first  of  Mr.  Wheeler's  tables,  it  will 
be  noted  that  the  variation  between  different  tempera- 
tures is  neither  uniform  nor  consistent.  Plotting  these 
figures,  we  find  that  there  is  a  straight  line  variation 
from  35  deg.  outside  temperature  to  8  deg.  outside  tem- 
perature, or  the  kilowatt-hours  per  hour  of  operation  per 
degree  change  in  temperature  is  0.315  between  the  tem- 
peratures of  35  deg.  and  8  deg.  It  appears  that  the 
figures  given  above  35  deg.  were  entirely  oflF  of  the  curve 
when  plotted.  This  curve  should  be  a  straight  line  varia- 
tion starting  at  52  deg.,  or  the  thermostat  setting  noted. 
On  this  basis,  the  energy  per  car  per  hour  should  be  as 
follows : 


Kilowatt-Hours   per 

Outside 

Hour  of  Operation 

Temperature,  Deg.  F. 

52  Deg.  TliermoBtat 

50 

0.65 

45 

2.20 

40 

3.78 

35 

5.35 

30 

6.92 

25 

8.50 

20 

10.20 

15 

11.70 

10 

13.20 

8 

13.90 

Taking  the  average  of  190  kvv.-hr.  per  car  per  day  and 
correcting  this  figure  for  a  168-day  heating  season  with 
an  average  heating  season  temperature  of  31  deg.,  we 
obtain  a  figure  of  0.326  kw.-hr.  per  hour  of  operation 
per  degree  change  of  temperature.  This  compares  very 
favorably  with  the  figure  of  0.315  kw.-hr.  per  hour  of 
operation  per  degree  change  of  temperature  obtained 
from  the  plotted  curve  of  the  figures  between  35  deg.  and 
8  deg.  outside  temperature  given  by  Mr.  Wheeler. 

If  this  is  true,  then  to  maintain  a  temperature  rise  of 
40  deg.  F.  in  service,  as  required  by  city  ordinance  re- 
ferred to  by  Mr.  Wheeler,  would  require  a  capacity  of 
12.6  kw.  The  old  cars  on  our  projierty,  with  a  capacity 
of  13  kw.,  would  not  maintain  60  deg.  temperature  when 
atmospheric  temperatures  were  below  25  deg. 

The  cost  of  hauling  weight  per  year  of  4  cents  per 
pound  would  probably  not  hold  true  on  other  properties 
and,  expressed  in  other  terms,  comes  to  about  0.0625 
kw.-hr.  per  car-mile  per  1,000  lb. 

The  average  temperature  for  the  heating  season,  based 
on  the  temperatures  given  in  the  second  table  in  Mr. 
Wheeler's  comments,  shows  an  average  of  31  deg.  for  the 
season  of  168  days.  This  would  require  an  average 
temperature  rise  of  21  deg.  with  a  thermostat  setting  of 
52  deg.  On  the  basis  of  0.315  kw.-hr.  per  degree  change 
of  temperature  and  ten  hours  per  day  ojieration  and  a 
168-day  heating  season,  we  would  obtain  11.100  kw.-hr. 
per  car  per  year  for  electric  heat  which,  at  a  cost  of  1.25 


June  2. 1928 


ELECTRIC  RAILWAY  JOURNAL 


907 


cents  per  kilowatt-hour,  would  amount  to  $139  for 
energy  only. 

With  reference  to  the  chart  in  the  article  in  the  April 
21  issue,  page  650,  showing  the  car  temperatures  ob- 
tained in  the  car  on  March  5,  1928,  we  wish  to  emphasize 
that  this  is  only  a  typical  temperature  curve  taken  with 
the  recording  meter  in  the  car  on  that  particular  day. 
Therefore,  the  difference  between  outside  temperature 
and  car  temperature  does  not  indicate  the  maximum  tem- 
perature obtainable  from  dynamic  braking  and  resistor 
loss  heating,  but  does  show  that  it  is  possible  to  expect 
an  average  rise  of  30  deg.  to  35  deg.  within  the  car.  It 
will  be  noted  also  that  the  average  return  of  power  from 
dynamic  braking  only  may  be  as  high  as  8  kw.  To  this 
must  be  added  the  heat  of  starting  resistor  loss,  which  is 
about  20  per  cent  of  the  power  input  to  the  car,  making 
a  total  of  approximately  13  kw.  power  return  to  the  car. 
It  is  not  possible  to  know  accurately  the  average  actual 
kilowatts  return  of  power  to  the  car  with  this  dynamic 
braking  and  resistance  loss  heating.  However,  on  the 
basis  of  season  heating  tests  on  the  older  cars,  we  ob- 
tained a  temperature  rise  of  3.06  deg.  per  kilowatt  input. 
And.  since  we  have  obtained  an  average  temperature  rise 
in  the  new  car  of  about  30  deg.  to  35  deg.,  it  is  reason- 
able to  suppose  that  the  average  power  return  in  heat  is 
between  9.8  kw.  and  11.4  kw.  The  amount  of  this  energy 
return  is  entirely  dependent  on  the  scheduled  speed,  stops 
per  mile  and  grades  on  which  the  car  operates. 

We  have  found  that  in  general  the  auxiliary  heat  is 
not  used  when  atmospheric  temperature  is  above  15  deg. 
F.  Therefore,  the  total  number  of  days  during  which 
auxiliary  heat  would  be  operating  would  not  be  more 
than  10  per  cent  or  12  per  cent  and  the  heat  of  3,000 
kw.-hr.  per  car  per  year,  as  given  in  Table  IV  of  the 
April  21  article,  is  sufficient  to  take  care  of  this  10  per 
cent  and  additional  two  hours  auxiliary  heating  required 
in  the  morning  before  the  car  is  put  in  service.  One 
point  not  explained  in  the  article  and  which  may  be  noted 
in  the  temperature  curve  obtained  on  March  5,  is  that 
the  resistor  heaters  retain  their  heat  for  some  consider- 
able time.  It  will  be  noted  on  the  typical  chart  of  March 
5  that  the  car  temperature  dropped  only  10  deg.  from  12 
o'clock  midnight  to  2 :30  a.m.,  at  which  time  the  chart 
was  changed  and  auxiliary  heat  was  turned  on.  The 
car  was  out  of  service  at  12  o'clock  midnight. 

In  analyzing  the  three  types  of  heating  enumerated  in 
Mr.  ^^'heeler■s  comments,  it  is  stated  that  the  resistor 
accelerating  heat  "is  worth  5-10  kw.of  heat  depending 
on  installation  and  service,  with  an  estimated  saving  of 
$28.75  per  car  per  year."  If  a  minimum  of  5  kw.  of 
heat  can  be  obtained  from  starting  resistors  on  a  basis  of 
ten  hours  per  day,  168-day  heating  season  and  1.25 
cents  per  kilowatt-hour,  the  total  energy  saving  would 
be  about  $104  and,  with  60  per  cent  efficiency,  would  be 
an  estimated  saving  of  $62.40  instead  of  $28.75. 

In  the  second  plan,  with  the  additional  resistors  within 
the  car  body,  this  would  give  a  minimum  saving  of  $104 
or  a  maximum  saving  of  $208. 

By  the  use  of  dynamic  braking  and  starting  resistor 
loss  heat,  it  would  be  possible  to  obtain  all  of  the  energy 
required  for  heating  and,  as  mentioned  previously,  with  a 
thermostat  setting  of  52  deg.  and  an  average  seasonal 
temperature  of  31  deg.,  this  .saving  would  be  $139, 
based  on  an  energy  cost  of  1.25  cents  per  kilowatt-hour. 
During  the  heating  season  and  with  electric  heat  it  is  in- 
variably true  that  the  peak  demand  occurs  on  the  days  of 
lowest  temperature  and,  therefore,  the  demand  charge 
for    the    electric    heat    would    be    about    12    kw.      The 


cost  of  this  demand  charge,  in  the  case  of  this  company, 
would  be  about  $152  per  car  per  heating  season,  and  the 
energy  cost,  based  on  fourteen  hours  average  car  opera- 
tion, would  be  about  $156,  making  a  total  energy  cost 
per  car  per  year  of  $308.  Mr.  Wheeler  has  not  explained 
in  his  comments  as  to  whether  the  1.25  cents  per  kilo- 
watt-hour takes  care  of  this  additional  demand  charge. 
Some  years  ago  this  company  abandoned  the  use  of  elec- 
tric heaters  and  the  maximum  demand  for  the  year  was 
reduced  about  400  kw.  at  a  total  saving  of  $7,20O. 

In  making  comparisons  of  savings,  Mr.  Wheeler  has 
not  taken  into  consideration  the  additional  substation 
equipment  capacity  required  where  electric  heaters  are 
used.  It  is  reasonable  to  suppose  that,  with  12  to  15 
kw.  heater  capacity  per  car  and  with  maximum  demand 
practically  always  occurring  on  the  coldest  days,  it  would 
be  necessary  to  provide  at  least  15  kw.  capacity  in  sub- 
station equipment  per  car  in  service  during  peak  load 
hours.  Therefore,  with  electric  heat  there  will  be  an  in- 
vestment in  the  substation  which  is  comparable  to  the 
total  investment  per  car  with  dynamic  braking  and  re- 
sistor heating.  The  substation  capacity  of  this  company 
since  the  abandonment  of  electric  heat  a  number  of  years 
ago  has  been  reduced  250  kw.  and,  with  the  installation 
of  new  substations,  has  effected  an  investment  saving  of 
$500  per  car  in  city  service. 

In  conclusion,  analyzing  the  costs  of  electric  heating 
based  on  average  cars  in  service,  it  is  estimated  that  the 
savings  per  car  per  year  would  be  not  less  than  $250. 
And,  based  on  actual  cars  in  regular  schedule  service,  the 
figures  as  outlined  in  my  article  are  conservative,  inas- 
much as  savings  in  substation  investment  and  maximum 
demand  charge  are  not  taken  into  consideration. 

Referring  to  Mr.  Wheeler's  analysis  of  electric  heat- 
ing versus  dynamic  braking  and  starting  heating,  he  has 
not  considered  the  fixed  charge  of  electric  heating  but 
has  based  his  net  savings  on  energy  saving  only.  This 
does  not  give  a  true  comparison.  Also,  if  storm  sash  and 
other  means  of  insulation  are  used  on  the  car  for  the  con- 
servation of  energy  with  electric  heating,  this  additional 
investment  must  be  charged  against  electric  heating  cost. 
Furthermore,  in  my  article  we  have  considered  only  the 
savings  to  be  effected  in  heating  cost  and  have  not  given 
credit  to  the  dynamic  savings  of  brakeshoe  wear  and 
maintenance  cost,  which  would  be  an  appreciable  item, 
and  other  indirect  benefits  to  be  derived  from  the  brak- 
ing. In  actual  service,  it  has  been  found  that  dynamic 
braking  is  sufficient  for  about  90  per  cent  of  the  total 
braking  in  making  service  stops,  so  that  if  this  method  of 
braking  is  only  used  during  the  heating  period,  we  might 
expect  about  40  per  cent  saving  in  brakeshoe  mainte- 
nance and  wear.  If  this  method  were  extended  to  both 
summer  and  winter  use,  the  saving  would  be  consider- 
ably greater.  Where  the  dynamic  braking  and  heating 
are  only  used  during  winter  periods,  we  believe  it  is  safe 
to  assume  that  additional  motor  capacity  is  not  required 
inasmuch  as  the  cooling  of  the  motors  would  be  much 
more  rapid  during  the  cold  weather. 

Taking  all  of  these  things  into  consideration,  it  is  true 
that  the  saving  effected  on  this  property  would  not  be  the 
same  on  other  properties  and  each  case  must  be  analyzed 
from  the  basis  of  service,  number  of  cars  and  energy 
costs  on  the  property  in  question.  However,  we  believe 
that  the  possible  savings  shown  on  this  property  are  con- 
servative and  that,  if  all  items  are  taken  into  considera- 
tion, they  eventually  might  even  be  greater. 

A.  W.  Baumgarten, 

Division  Engineer. 


908 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  N 0.22 


Screw  Press  for  Straightening 
Bars  and  Rods 

ANY  PRESS  is  a  very  handy  tool 
Lto  have  in  a  shop,  especially 
when  it  can  be  used  for  straightening 
bars,  rods,  etc.  The  press  shown  in 
the  accompanying  illustration  is  used 
by  the  New  York  &  Harlem  Rail- 
road, New  York  City,  and  was 
designed  and  constructed  in  its  shop. 
Although  it  is  used  for  straightening 
plow  bars  primarily,  it  can  be  and  has 
been  used  for  straightening  many 
other  kinds  and  shapes  of  metal. 

A  steel  bar  38  in.  long,  3  in.  wide 
and  7  in.  thick  is  used  as  a  base  and  is 
embedded  in  the  concrete  floor  so  that 
4  in.  of  it  projects  above  the  surface. 
Two  2x3-in.  fulcrum  blocks  4  in. 
high  are  welded  to  the  base,  each 
about  1  in.  from  either  end.  The  top 
surface  of  these  blocks  is  concaved  to 
correspond  to  a  radius  of  1^  in.  Two 
lx2-in.  V-shaf)ed  uprights  are  welded 
and  bolted  to  a  threaded  casting  of 
4  in.  diameter,  5  in.  long  and  the 
lower  ends  welded  to  the  base.  One 
end  of  a  ^x2-in.  brace  is  bolted  to  one 
of  these  uprights  on  either  side  and 
the  other  embedded  in  the  concrete 
floor.  These  braces  provide  addi- 
tional rigidity.  A  screw  of  3  in. 
diameter  and  18  in.  long  is  installed  in 
the  threaded  casting.  One  end  of 
this  screw  is  designed  with  a  head  of 
3i  in.  diameter,  4  in.  high  and  is  pro- 
vided with  two  l^-in.  diameter  holes 
drilled  diametrically  opposite  on  1^-in. 
centers  for  reception  of  a  leverage 
bar.  The  other  end  is  provided  with 
a  pressure  head  3-in.  diameter,  3  in. 
long  and  concaved  at  1^  in.  radius. 


Portion  of  incinerator  with  automatic  water-feed  control 


The    screw    is    designed    with    five 
threads  per  inch. 

This  machine  has  been  found  very 
serviceable  and  has  not  failed  to  pro- 
duce  the   results    for  which  is   was 

designed. 

• 

Incinerator  Provides  Steam 

for  Shop  Use* 

By  Charles  Herms 

General  Foreman,  .San  Diego  Electric 

Raihvay,  San  Diego,  Cal. 

CONSIDERABLE  rubbish  and 
scrap  lumber  must  be  disposed  of 
around  electric  railway  repair  shops, 
creating  more  or  less  of  a  problem 
on  most  properties.  As  a  convenient 
means  of  getting  rid  of  this,  the  San 
Diego  Electric  Railway  has  built  an 
incinerator  in  such  a  manner  as  to 


supply  heat  to  a  15-cu.ft.  capacity 
steam  boiler.  The  steam  is  used  for 
various  cleaning  purposes  around  the 
shop.  It  also  furnishes  heat  to  the 
paint  shop. 

The  fire-box  door  is  on  the  outside 
wall  of  the  building.  This  is  not 
shown  in  the  accompanying  illustra- 
tion. The  boiler  has  an  automatic 
water-feed  control  so  that  no  at- 
tendant is  required. 


Shop  press  for  straighten 
ing  material 


Motor  Leads  on  Axle  Side 

Reduce  Trouble* 

By  R.  T.  Chiles 

Master     Mechanic,     Cumberland     County 

Power  &■  Light  Company,  Portland,  Me. 

TO  REDUCE  failures  of  motor 
leads  from  rubbing  and  short 
circuiting,  the  Cumberland  County 
Power  &  Light  Company  brings  the 
leads  out  on  the  axle  side.  Inside- 
hung  motors  are  used  on  the  com- 
pany's standard  type  safety  cars. 
With  this  arrangement  during  the 
year  1926  there  was  but  one  lead 
failure  for  every  104,551  motor- 
miles  operated  and  55  per  cent  of 
these  failures  occurred  during  Jan- 
uary, February  and  March,  when 
there  was  a  large  amount  of  snow 
and  rain. 

With  inside-hung  motors  the  com- 
pany found  it  impossible  to  keep 
leads   from  chafing  on  brake  levers 

*Submitled  in  Electric  Railway  Jour- 
nal Prise  Contest. 


June  2, 1928 


ELECTRIC  RAILWAY  JOURNAL 


909 


and  motor  cases  where  the  leads 
were  brought  out  on  the  suspension 
side.  On  the  axle  side  the  leads  hang 
clear  and  do  not  come  in  contact 
with  the  brake  rigging  or  motor 
cases.  The  small  clearance  between 
the  car  floor  and  motors  on  standard 
Birney  type  safety  cars  makes  it 
necessary  for  the  leads  to  lay  on  top 
of  the  motor  where  they  are  brought 
out  on  the  suspension  side. 


■7  effam 


rzn 


Adjustable  stand  for  holding  long  material 
while  being  machined 

Steel  of  1^-in.  diameter  and  20  in.  long 
is  welded.  It  is  drilled  and  tapped 
for  a  screw  20  in.  long  fitted  with  a 
flange,  to  which  is  riveted  a  bracket 
7  in.  long.  A  roller  made  of  tubing 
W  in.  inside  diameter  and  1^  in.  out- 
side diameter  is  mounted  on  a  5-in. 
shaft  and  installed  in  the  bracket. 
Turning  the  adjusting  screw  to  the 
right  or  left  in  the  upright  raises  or 
lowers  the  roller  to  any  height  desired 
for  supporting  the  work. 


New  Equipment 
Available 

Self-Contained  Die  Stocks 

TWO  new  self-contained  adjust- 
able die  stocks  are  announced  by 
the  Borden  Company,  Warren,  Ohio. 
The    No.    1 1    Beaver   supersedes   the 


Portable  Stand  for  Drill  Press 

MACHINE  work  in  the  wood  mill 
and  machine  shop  can  be  done 
more  readily  if  suitable  equipment  is 
provided  to  support  the  material  un- 
dergoing the  process.  In  the  shop 
of  the  Manhattan  &  Queens  Traction 
Corporation.  Long  Island  City,  N,  Y., 
a  portable  adjustable  stand  for  use  in 
the  machine  shop  and  mill  was  con- 
structed. This  stand  is  shown  in  the 
accompanying  illustration.  The  base 
is  a  forging  with  a  flange  and  a  hub 
of  2^-in.  diameter  to  which  a  piece  of 


Adjustable  die  stocks 

old  No.  25  plain  tool  and  the  No.  IIA 
Beaver  supersedes  the  old  No.  26 
ratchet. 

With  the  new  tools  one  set  of  dies 
is  set  quickly  to  thread  1-in..  l:J-in., 
Ij-in.  or  2-in.  Mislaying  of  the  dies 
is  impossible.  .Vdjustments  are  made 
to  thread  under  or  over  standard 
without  affecting  the  length  of  the 
thread.  The  threading  dies  in  the 
new  tool  are  made  of  high-grade  alloy 
steel,  specially  treated,  hardened  and 
tempered  to  give  long  life. 

In  the  new  tools  the  die  heads  and 
threaded  barrel  are  two  separate  parts 
so  that  when  repairs  are  required  but 
one  part  need  be  replaced.  The  work 
holder,  or  pipe-gripping  device,  is  of 


new  design  and  centers  the  pipe  more 
accurately  than  previous  types.  Two 
knurled  screws  are  set  quickly  and 
hold  the  pipe  firmly,  leaving  only  the 
thumb  screw  to  be  tightened  after  the 
die  stock  is  placed  on  the  pipe.  Loose 
bushings  are  eliminated. 


Banding-Wire  Tension 
Indicator 

EXACT  tension  in  pounds  on  steel 
banding  wire  as  it  is  wound  on 
railway  armatures  by  the  banding  ma- 
chine or  lathe  is  indicated  by  a  device 
developed  by  the  General  Electric 
Company,  Schenectady,  N.  Y.  It 
provides  a  simple  means  of  keeping 
track  of  this  tension  throughout  the 
entire  progress  of  banding  the  arma- 
ture. The  wire  will  not  be  stressed 
beyond  the  elastic  limit  or  tensile 
strength  of  the  steel,  and  will  be  kept 
under  uniform  tension  during  the 
winding. 

An  essential  characteristic  of  the 
indicator  is  that  it  can  be  attached  to 
practically  any  type  of  armature- 
banding  machine.  It  is  equipped  with 
a  rotary  dial  which  can  be  turned 
to  any  position  by  loosening  a  nut 
and  setting  the  pointer  at  zero,  so  that 
the  scale  may  be  read  at  any  angle. 
The  indicator  dial  is  calibrated  and 
graduated  from  zero  to  500  lb.,  al- 
lowing the  use  of  any  size  banding 
wire  within  the  range  of  the  machine. 
The  center  pulley  wheel  over  which 
the  wire  runs  is  actuated  by  a  heavy 
coil  sjjring  so  that  when  the  banding 
machine  or  lathe  is  started  and  stopped 
a  constant  tension  is  maintained. 


Tension  indicator  with  cover  removed,  attached  to  armature  banding  lathe 


910 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.22 


(\i 


Association  Activities 


=ff^m= 


Journal  Becomes  Correspondent 
of  International  Association 

THROUGH  appointment  by  the 
Union  Internationale  de  Tramways, 
de  Chemins  de  Fer  d'lnteret  Local  et  de 
Transports  Publics  Automobiles,  this 
paper  has  just  become  the  official  cor- 
respondent of  that  association  in  the 
United  States.  In  consequence,  it  will 
publish  notices  of  forthcoming  meetings 
of  the  association.  It  will  also  be 
pleased  to  answer  any  inquiries  from 
railway   men   in  the   United   States   in 


regard  to  the  organization  and  its  pro- 
ceedings and  of  European  electric  rail- 
way practice  in  general,  where  it  has 
the  information. 

The  International  Association  com- 
pleted on  May  12  a  six-day  convention 
in  Rome,  Italy,  at  which  subjects  of 
very  live  interest  to  electric  railway 
companies  were  discussed.  Several  of 
the  reports  presented  at  this  meeting 
have  been  published  in  this  issue  and  in 
that  of  May  26.  Others,  with  a  report 
of  the  convention,  will  appear  in  future 
issues. 


One -Man  Cars  and  Buses  in  Europe' 

One-man  operation  is  becoming  more  popular  in  Europe  as  the 

difficulties  with  fare  collection  are  being  overcome.     Full 

automatic  equipment  is  urged  for  both  cars  and 

buses.    Details  are  given  of  Paris  practice 

By  Louis  Bacqueyrisse 

General  Manager  of  Transportation,  Societe  des  Transports  en  C omnium  de  la  Region 

Parisienne  (Paris  Surface  Railway  and  Bus  Lines),  Paris 


STUDIES  of  ways  to  reduce  electric 
railway  operating  expenses  come 
down  in  practice,  always,  to  questions  of 
equipment.  This  is  true  even  of  those 
disbursements  made  primarily  for  labor. 
If  we  are  seeking  to  reduce  the  expenses 
attributable  to  poor  quality  of  employees, 
we  turn  to  equipment  for  the  scientific 
selection  of  applicants  for  employment. 
If  we  aim  to  reduce  the  percentage  cost 
of  platform  labor  in  our  operating  ex- 
penses we  must  investigate  types  of  car 
equipment  which  increase  the  output  of 
our  platform  men  in  car-miles. 

A  great  deal  has  been  published  about 
the  use  of  one-man  cars  in  America.' 
Some  progress  along  these  lines  has 
been  made  in  Europe,  though  the  num- 
ber of  one-man  cars  at  present  in  oper- 
ation there  now  will  hardly  exceed  400. 
Briefly  the  situation  is  that  in  England, 
Switzerland  and  France  a  few  trials 
have  been  made.  In  Holland  and 
Sweden  one-man  cars  are  quite  gen- 
erally employed.  In  Germany,  Austria 
and  Denmark  a  few  trials  have  been 
made,  but  in  most  cases  they  have  been 
with  old  cars  without  any  of  the  distinc- 
tive one-man  safety  features.  Simply 
the  rear  door  has  been  closed. 

The  experience  in  Holland  is  made 
the  subject  of  another  report  to  be  pre- 
sented at  this  convention,  so  that  the 

'Abstract  of  paper  presented  at  the  bien- 
nial meeting  of  the  Union  Internationale  de 
Tramways,  de  Chemins  de  fer  d'lnteret 
Local  et  de  Transports  Publics  Autotno- 
biles,  held  in  Rome,  Italy.  May  6-12,  192S. 

'The  extended  survey  of  American  one- 
man  car  practice  by  Mr.  Bacqueyrisse  oc- 
cupies 72  pages  in  his  report.  It  is  not  re- 
produced.. 


writer  will  review  only  the  conditions 
in  the  other  countries  mentioned. 

In  England  a  single  one-man  car  was 
put  in  service  by  the  London  United 
Tramways  in  1922.  It  was  a  single- 
deck  single-truck  car  with  capacity  for 
30  seated  passengers.  Entrance  and  exit 
were  in  front  and  the  door  and  folding 
step  were  interlocked  and  operated  by 
hand.  An  automatic  ticket-issuing  ma- 
chine issued  five  different  types  of  tick- 
ets, and  there  was  a  travel  indicator  in 
the  car  to  show  to  passengers  its  posi- 
tion on  the  road. 

The  result  of  the  trial  was  so  satis- 
factory that  in  1924  the  London  United 
Tramways  purchased  four  double-truck 
single-deck  one-man  cars.  They  were 
fitted  with  air  brakes  and  pneumatic 
door  engines  with  front  entrance  and 
rear  treadle  exit  and  a  standard  "dead 
man's  handle."  Fares  were  collected  in 
a  Johnson  fare  box,  and  the  operator 
was  assisted  in  fare  collection  by  an 
automatic  change-making  machine. 

The  fare  was  that  standard  in  London 
of  1  penny  for  one  zone  and  2  pence 
for  two  zones.  The  schedule  speed  was 
10  m.p.h.,  with  average  stops  of  three 
seconds  each.  The  operators  received 
an  increase  of  10  per  cent  over  the 
Wages  paid  motormen  on  two-man  cars. 

The  financial  result  with  these  cars 
is  not  available,  but  they  did  not  prove 
popular  with  the  London  public,  the 
reasons  given  being  (1)  absence  of  an 
upper  deck  which  the  English  like  be- 
cause it  gives  them  a  place  where  they 
can  smoke  their  pipes  and  (2)  too  com- 
plicated a  system  of  fare  collection  on 
a  line  having  many  fare  zones. 

Another   English   installation  was  at 


Ashton,  where  a  single-truck  one-man 
car,  provided  with  a  smoking  compart- 
ment, was  put  in  service  in  December, 
1923.  Entrance  and  exit  were  at  the 
front  with  manually  operated  doors. 
The  headway  was  reduced  from  twenty 
minutes  to  fifteen  minutes.  A  conductor 
is  used  on  this  car  during  li  hours 
morning  and  evening.  No  financial  re- 
sults have  been  published,  but  it  is 
reported  that  the  service  has  been  ex- 
panded to  six  cars. 

The  city  of  Malmo,  Sweden,  began 
one-man  service  in  1921  with  a  number 
of  old  cars  and  very  little  change  except 
to  close  the  doors  on  the  rear  platform. 
In  1924  the  service  was  expanded  by  the 
addition  of  cars  equipped  with  separate 
entrance  and  exit  on  the  front  platform, 
the  exit  door  being  unlocked  by  the 
operator  at  each  stop,  opened  by  the 
passenger  and  closed  Ijy  a  spring.  Fare 
boxes  were  used.  Later,  one  city  and 
three  suburban  lines  were  changed  over 
to  one-man  operation.  The  most  im- 
portant of  these  lines,  4j  miles  in  length 
and  with  average  distance  between  stops 
of  1,150  ft.,  carries  10,000  passengers 
daily.  The  headway  was  reduced  and 
although  the  operators  receive  10  per 
cent  more  wages  than  are  paid  to  motor- 
men  on  two-man  cars,  the  saving  in 
platform  expense  and  materials  has  been 
very  satisfactory. 

As  already  explained,  the  only 
changes  made  on  most  lines  in  Germany 
and  Austria,  when  one-man  service  was 
begun,  were  to  close  the  rear  platform 
doors,  and  post  notices  urging  boarding 
passengers  to  have  the  exact  change.  It 
is  not  surprising,  then,  that  these  lines 
should  show  a  reduced  schedule  speed 
owing  to  lengthened  stops.  On  most  of 
the  systems,  where  one-man  operation 
has  been  adopted,  about  fifteen  alto- 
gether, this  kind  of  service  has  been 
limited  to  lines  of  light  traffic  where  the 
fare  system  was  simple  and  where  there 
was  little  passenger  interchange.  Gen- 
erally, fares  were  collected  in  a  fare  box 
similar  to  the  Cleveland  or  Johnson 
types. 

Halberstadt  has  been  using  such  a 
system  for  some  time,  with  fare  collec- 
tion supplemented  at  heavy  traffic  points 
by  street  collectors. 

Dresden  has  been  running  some  cars  ' 
on  lines   of  light  traffic,  but  later  the 
service  was  extended  to  lines  of  heavyj 
traffic.    In  1922  there  were  47  one-ma 
cars,  all  single  truck.  During  rush  hourrf 
a   conductor    is   sometimes   used.     The 
management  believes  that  40  passenger^ 
is  the  maximum  which  can  probably 
cared  for  on  any  of  its  one-man  cars. 

Brandenburg  has  installed  several  one-j 
man  lines,  and  to  simplify  the  fare  coW 
lection  problem  sells  tokens  at  a  reduc| 
tion  from  the  regular  fare. 

Berlin  made  a  short  trial,  but  when 
the  traffic  on  the  line  increased,  returne(l 
to  two-man  cars. 


June  2, 1928 


ELECTRIC  RAILWAY  JOURNAL 


911 


Augsburg,  a  city  of  160,000  inhab- 
itants, has  been  trying  one-man  cars  on 
quite  a  general  scale  since  1923,  though 
"floating"  conductors  are  used  in  the 
congested  sections  during  rush  hours. 
The  platform  expense  was  reduced  35 
per  cent. 

Odense,  Denmark,  runs  all  of  its 
seventeen  motor  cars  with  one  man,  ex- 
cept that  at  times  they  pull  trailers.  The 
doors  are  manually  controlled  and  a 
locked  fare  box  is  used.  As  the  cost  for 
labor,  even  under  one-man  operation, 
amounts  to  54  per  cent  of  the  total  ex- 
penses, it  is  obvious  that  one-man  cars 
are  a  necessity.  No  accidents  have  been 
reported  since  1911,  except  collisions 
with  other  vehicles  on  the  street,  which 
cannot  be  attributable  to  one-man  car 
operation. 

The  systems  in  Arnhem  and  Amster- 
dam, Holland,  are  mentioned  in  another 
paper  on  this  subject  by  Mr.  Nieuwen- 
huis.  All  of  the  63  cars  in  Arnhem  are 
one-man,  although  there  are  several  dif- 
ferent types,  varying  in  length  from  27 
ft.  10  in.  to  33  ft.  6  in.  over  all.  The 
doors  are  manually  operated,  but  no  spe- 
cial safety  equipment  is  used  except  a 
dead-man  control.  The  schedule  speed 
is  12^  m.p.h.,  and  a  notable  saving  in 
platform  expenses  has  been  obtained, 
though  the  one-man  operators  are  paid 
a  bonus. 

In  1924  the  Swiss  Federal  Railway 
Department  issued  a  list  of  minimum  re- 
quirements as  to  safety  for  one-man  cars, 
although  the  one-man  system  as  in  the 
other  countries  mentioned  has  as  good 
a  safety  record  as  with  two-man  cars. 
These  regulations  relate  principally  to 
means  by  which  passengers  may  stop  the 
car  and  open  the  doors  in  emergency. 

In  Montreux,  three  cars  have  been  in 
operation  with  satisfactory  results,  al- 
though on  one  line  the  grade  is  as  high 
as  8.5  per  cent. 

One  of  the  interurban  lines  out  of 
Berne  uses  one-man  cars  43  ft.  5  in. 
long.  Basle  had  one  car,  but  withdrew  it 
because  of  increase  of  traffic  on  the  line 
in  question. 

The  Paris  surface  lines  have  done 
considerable  in  the  way  of  one-man 
operation,  as  explained  in  a  recent  paper 
by  Mr.  de  Ribes.'  The  latest  one-man 
car  has  a  capacity  of  30  seated  and  20 
standing  passengers.  The  two  front 
doors  are  operated  pneumatically,  the 
entrance  by  the  motorman  and  the  exit 
on  the  rear  platform  by  the  Chicago 
treadle  device.  The  two  rear  doors  are 
kept  closed  except  when  a  conductor  is 
used.  Folding  steps  interlock  with  the 
doors. 

Since  the  development  by  the  com- 
pany of  a  special  ticket-issuing  and  can- 
celling machine,  mentioned  in  another 
report  to  the  convention,  the  time  taken 
to  collect  zone  fares  by  one  man  presents 
no  further  problem. 

One7Man  Bus  Operation 

One-man  operation  for  buses  is  fortu- 
nately farther  developed  in  Europe  than 
one-man  operation  for  tramways,  though 
the  absence  of  statistics  prevents  an  ex- 

'See  paper  by  Mr.  de  Ribes  in  Electric 
Railway  Journal  for  April  28,  1928,  page 
704. 


11  ft -10  in. 


Moivab/e  jeg/^. 


LU'UU  LJJi^-a, 


^        Ticket  issuing  gncf  canceiling  mactiine — 


Direct /on  of  movement 


Recommended  single-truck  one-man  car  for  lines  with  light  traffic 
under  European  conditions 


Doors 


rold/ng 
seai—-y 


uu  lij-;lju  uu^llj, 

-'  MoveaBle  sears- 

^    Ticket  issuing  andcoincellincf  machine 


i H 


Doors 


Direction  of  movement 


Doors 


Recommended  type  of  one-man  car  for  large  European  systems 
- -45ft-f0in: 


\  -r^  • :  ivf  <,,.  Moveable  seats   . 

LU  UU  LUtLU  LU  LU  Lte 

"/.'---Moyeab/e  sea^s  f^  Ticket  issuing  and  cancelling  machine 


Oi 


Direction  of  movement 


Recommended  type  of  one-man  car  for  European  interurban  service 


Paris  end-entrance  double-truck  trail  car  intended  for  one  conductor 
but  so  designed  that  two  may  be  used 


act  statement.  The  use  of  one  man  has 
not  been  extended  as  yet  to  double-deck 
buses,  which  are  the  standard  in  Lon- 
don and  Berlin. 

In  England  a  notable  instance  of  one- 
man  operation  of  buses  is  at  Leeds.  In 
Holland,  Amsterdam  has  92  one-man 
buses,  each  with  accommodations  for  21 
seated  passengers.  The  single  entrance 
and  exit  door  is  24  in.  wide  and  is  manu- 
ally controlled.  The  schedule  speed  of 
these  buses  is  9.6  m.p.h.,  with  an  aver- 
age distance  between  stops  of  1,226  ft. 
and  an  average  length  of  stop  of  8 
seconds.  A  flat  fare  is  used.  The  aver- 
age number  of  passengers  per  car-mile 
is  4.6.  The  Hague  has  28  one-man 
buses.  They  are  from  24-passenger  to 
32-passenger  seating  capacity.  Loos- 
duinen  in  Holland  has  18  one-man  20- 
passenger  buses. 

Vienna  has  34  one-man  buses.  The 
fare  collection  problem  is  simplified  in 
this  city  by  the  installation  of  automatic 
ticket-issuing  machines*  at  the  most  busy 
loading  points  and  by  street  collectors 
at  certain  places  during  the  rush  hours. 
Under  present  economic  conditions  in 
Vienna,  two-man  service  would  be  im- 
practicable. The  accident  record  is  very 
low.  Luxembourg  has  five  one-man 
buses.  They  make  a  schedule  speed  of 
from  9^  to  11  m.p.h.,  with  average  dis- 
tance between  stops  of  1,000  ft. 


The  Paris  Surface  Railway  &  Bus 
Company  (S.T.C.R.P.)  is  operating  a 
number  of  suburban  routes,  with  one 
man,  to  good  satisfaction.*  Bordeaux 
has  ten  one-man  buses  and  40  two-man 
buses  and  favors  the  former. 

Conclusions  on  One-Man 
Car  Operation 

While  much  can  be  learned  from 
America  about  one-man  operation,  it 
does  not  follow  that  American  methods 
can  be  transferred  bodily  to  Europe  to 
advantage.  The  principal  differences  in 
conditions  between  America  and  Europe 
are:  (1)  excessive  complication  of 
European  fares;  (2)  greater  readiness 
of  the  American  passenger  to  accept 
regulations  intended  for  his  safety. 

Europeans  have  also  to  contend  with 
limitations  on  the  dimensions  of  the 
equipment  which  they  must  use,  particu- 
larly the  width  of  car  body.  The  usual 
European  width  of  2  m.  (6  ft.,  7  in.), 
prevents  the  employment  of  cars  with 
a  capacity  of  150  passengers  each,  com- 
mon in  America,  and  limits  one-man  car 
capacity  for  city  service  to  about  50 
passengers.  For  interurban  service  we 
can  approach  more  nearly  American 
standards. 


'For  further  information  see  paper  by 
Mr.  de  Ribes  in  Electric  Railway  Jour- 
nal for  April  28.  1928,  page  704. 


912 


ELECTRIC  RAILWAY  JOURNAL 


Vol.7\,No22 


With  the  limitations  in  dimensions 
and  capacities  mentioned,  the  writer  feels 
he  can  recommend  specific  types  of  one- 
man  cars  for  three  different  kinds  of 
service,  namely,  light  city  traffic,  large 
city  systems  and  interurban  routes.  Dia- 
grams are  presented  of  the  cars  sug- 
gested, with  one  of  a  double-ended  one- 
man  trail  car  used  by  the  Paris  surface 
lines. 

The  first  car  shown,  that  for  light 
and  medium  traffic,  has  accommodations 
for  20  seated  and  20  standing  passen- 
gers, and  a  wheelbase  of  9  ft.  10  in.  to 
allow  it  to  go  around  a  50-ft.  radius 
curve.  The  car  is  designed  for  Cardan 
drive  with  high-speed  ventilated  motors. 
The  body  is  partly  wood  and  partly  light 
metal.  There  are  separate  entrance  and 
exit  doors  at  the  front,  pneumatically 
operated,  and  interlocked  with  the  con- 
troller. The  e.xit  door  is  controlled  by 
a  treadle  and  the  door  on  the  rear  plat- 
form is  kept  locked.  When  the  direction 
of  movement  is  reversed  the  fare  box, 
ticket  machine,  barriers  and  two  mov- 
able seats  on  the  front  platform  are 
changed  to  the  other  end  of  the  car. 

The  second  type  of  car,  designed  for 
large  city  systems,  has  a  capacity  for  30 
seated  and  20  standing  passengers,  and 
a  wheelbase  of  12  ft.  6  in.  The  recom- 
mended type  of  motor  suspension  and 
nature  of  safety  equipment  are  the  same 
as  for  the  small  car.  There  are  four 
doors  on  each  side  of  the  car  but  those 
on  the  rear  platform  are  intended  for 
use  only  when  the  car  is  being  operated 
by  two  men  or  at  important  loading 
points  where  there  is  a  street  collector. 
The  third,  or  interurban  car,  has  a 
capacity  of  40  seated  and  20  standing 
passengers  and  is  mounted  on  double 
trucks.  Each  truck  has  two  motors 
with  Cardan  drive.  All-metal  body  con- 
struction can  be  used  here,  as  there  is 
less  chance  of  damage  to  the  vestibules 
from  street  collisions.  The  eight  doors 
(four  on  each  side)  are  arranged  as  in 
the  large  urban  car,  except  that  each  of 
the  exit  doors  is  controlled  by  a  treadle. 
This  car  has  five  movable  seats.  The 
two  on  each  platform  are  transferred  to 
the  opposite  side  of  the  car  when  the 
direction  is  reversed  and  one  seat  is 
moved  from  one  end  of  the  car  to  the 
other  to  give  more  room  at  the  front 
end. 

On  systems  where  at  certain  hours 
there  has  to  be  a  very  large  increase  in 
passenger  accommodations,  the  answer 
can  often  be  found  in  the  use  of  trailers 
of  a  large  capacity.  The  Paris  system 
has  two  types,  one  a  double-truck  center- 
entrance  57-passenger  car  and  the  other 
the  double-truck  end-entrance,  shown  in 
the  fourth  illustration.  This  car  has  a 
capacity  for  34  seated  and  21  standing 
passengers,  with  four  doors  on  each  side, 
of  which  two  are  for  exit  and  treadle 
operated,  all  pneumatically.  The  car  is 
designed  for  one  conductor  on  the  front 
platform,  but  if  desired,  a  second  con- 
ductor can  be  stationed  behind  the  rail- 
ing on  the  rear  platform  with  a  second 
set  of  fare  boxes  and  ticket  issuing  ma- 
chines and  with  the  end  folding  seats 
raised. 

In  general,  a  capacity  of  20  passengers 
is  sufficient  for  buses  on  small  systems. 


especially  where  some  light  baggage  has 
to  be  carried,  and  for  express  service  in 
large  cities ;  a  desirable  type  of  bus  for 
systems  of  average  size  is  for  30  pas- 
sengers, and  that  for  large  cities  is  40 
or  even  50  passengers.  Where  streets 
are  very  congested  and  street  area  is  at 
a  premium,  there  is  a  field  for  the 
double-deck  bus. 

For  interurban  runs,  the  six-wheel 
29-passenger  bus  has  a  field,  and  for 
interurban  runs  of  more  than  35  miles, 
the  20-passenger  bus  will  probably  fit 
into  more  places  than  any  other. 

In  city  service  the  work  required  of 
the  driver  will  be  much  simplified  if  the 
doors  are  operated  by  air. 

While  the  one-man  bus  may  not  make' 
quite  as  rapid  time  as  the  two-man  bus 
of  the  same  capacity,  what  the  passenger 
loses  in  speed  he  makes  up  in  frequency 
of  service.  Powerful  equipment  should 
be  used  to  obtain  rapid  acceleration  and 
retardation.  Speed  is  also  a  function 
of  the  number  and  length  of  stops,  and 
the  latter  in  turn  are  largely  affected  by 
the  arrangement  of  platforms,  steps  and 
doors,  and  by  the  method  of  fare  col- 
lection.    This  latter  can  be  speeded  up  by 


the  use  of  fare  boxes,  ticket-issuing  and 
cancelling  machines,  and  change-mak- 
ing machines.  At  certain  periods  of  the 
day  a  conductor  or  street  collector  can 
be  used  to  advantage. 

While  the  flat  fare  is  the  simplest  to 
collect,  the  automatic  ticket-issuing  ma- 
chine greatly  reduces  the  complication 
of  the  zone-fare  collection  and,  of 
course,  pay-enter,  pay-leave  can  be  used 
on  two-section  lines,  if  the  fare  is  uni- 
form for  each  section. 

Finally,  two  essentials  to  the  success- 
of  one-man  service  shouW  not  be  over- 
looked. One  is  to  secure  the  hearty  co- 
operation of  the  employees  by  convinc- 
ing them  that  their  interest,  like  that  of 
the  company,  is  improved  by  economical 
operation  and  that  no  equipment  will  be 
omitted  to  simplify  their  work.  The 
other  essential  is  to  secure  ihe  co-opera- 
tion of  the  public.  This  can  be  done  by 
instructing  it,  in  advance  of  the  actual 
introduction  of  the  one-man  car,  of  itsd 
advantages  in  the  way  of  comfort,! 
safety,  increased  service,  and  less  need 
for  higher  fares.  This  can  be  done  ! 
through  the  press,  by  moving  pictures, 
and  by  notices  posted  in  the  cars. 


Improvements  in  Rail  and  Ties  * 

Rail  standardization  is  gaining  more  converts.    Thermit  is 
widely  used  for  joints.     Trials  of  ties  being  made 

By  Ed.  Van   Noorbeeck 

General  Supervisor, 

Societe  Nationale  des  Chemins  de  Fer  Vkinaux  of  Brussels,  Belgium 


IT  WILL  be  recalled  that  the  Inter- 
national Commission  on  the  stand- 
ardization of  street  railway  rails  has 
recommended  four  rails  for  straight 
track  and  four  corresponding  rails  for 
curves,  as  shown  in  the  accompanying 


Hard  metal  guard 
used  on  curves  by 
some  European 
street  railways 


table.  A  number  of  companies,  espe- 
cially in  France  and  Switzerland,  have 
accepted  these  standards. 

For  track  over  private  right-of-wa> 
the  almost  general  practice  is  to  use  a 
T  rail,  varying  in  weight  from  36  to 
72  lb.  per  yard.  Some  companies  are 
using  rails  weighing  from  90  to  100 
lb.  per  yard. 

Rail  lengths  are  rarely  less  than  29^ 
ft.  and  for  grooved  rail  are  usually  39| 
ft.  or  59i  ft.  One  company  (that  in 
Brussels)  has  used  rails  as  long  as  65^ 
ft.  but  such  rails  are  awkward  to  han- 


*Abslract  of  paper  presented  at  the 
biennial  meeting  of  the  Union  Internationale 
de  Tramways,  de  Chemins  de  fer  d'Inlercl 
Local  et  de  Transports  Publics  Automo- 
biles, held  in  Rome,  Italy,  May  6-12.  1928. 


die  in  city  streets.  Comparatively  few 
companies  are  using  transition  curves, 
though  such  use  is  advisable  where  car 
speeds  are  considerable.  Opinion  _  i» 
divided  as  to  the  desirability  of  inclin- 
ing the  rail  and  also  between  coned 
and  horizontal  tread  wheels.  Rail  in- 
clination is  usually  secured  through  ai» 
inclined  base  plate.  Some  companies 
use  shallow  grooves  on  the  outside 
rails  of  curves  so  that  the  wheels  will 
run  on  their  flanges.  Many  companies 
use  hard  composition  rails  (man- 
ganese, nickel  chrome,  etc. )  on  curves. 
Some  use  on  curves  a  rail  without  a 
lip  but  bolted  to  it  is  a  guard  rail  of 
wear-resisting  steel,  as  shown  in  the 
accompanying  section.  Only  a  few 
companies  use  a  resilient  material, 
wood,  cloth  or  felt,  under  the  base  of 
the  rail.  However,  such  a  plan  un- 
doubtedly reduces  rail  vibration  and  is 
especially  desirable  with  a  concrete 
substructure. 

Rail    joints    are    made    with    angle 
plates,  thermit  or  arc  welding. 

Thermit    is   used    in    three    different 
ways.      Under    one    metho<l    used    in 
new  track  and  known  as  the  pressure  I 
process,    the    rail    heads    are    ground 
square    and    butted    together    with    a 
small    space    ground    out    between    the 
webs  and  bases.    After  the  thermit  has 
been  cast  around  the  joint,  the  heads 
are    pressed    against    each    other    by  ^ 
powerful    clamps.      The   joint   is   then  i 
machined.    Where  the  rail  is  not  free, ! 
this  process  has  to  be  changed  slightly. 


June  2, 1928 


ELECTRIC  RAILWAY  JOURNAL 


913 


TABLE    OF    GROOVED    RAILS    RECOM- 
MENDED   AS    STANDARD    BY    THE    IN- 
TERNATIONAL COMMISSION 


-  -Weight  ■     . 
Straight  Kg.  per  Lb.  per  -—  Height  — ^ 
Meter    Yard       *""'    '"'' 


rail 
i 

2 
3 
4 


59.430  118.86 
53.020  106.04 
46.920  93.84 
47.235     94.47 


'  <^,..Buv  -  .   Base 

Mm.  Inches  Mm.  Inches 
180   7.1    180   7.1 
180   7.1    160   6.3 
175   6.9   155   6.1 
160   6.3   160   6.3 


Curved 
rail 

1  61.560  123. 12  180  7. 1  180  7.1 

2  52. 150  104.30  180  7. 1  160  6.3 

3  50.750  101.50  175  6.9  155  6.1 

4  51.220  102.44  160  6.3  160  6.3 


The  joint  is  opened  by  an  expansion 
press  and  after  the  thermit  is  poured, 
the  press  is  removed  and  the  released 
elasticity  of  the  rails  supplies  the  pres- 
sure instead  of  clamps.  In  the  third 
process,  whioh  is  used  principally  with 
old  track,  a  space  of  from  fs  to  Ji  in. 
is  sawed  between  the  rail  ends.  After 
a  mould  has  been  set  about  the  joint,  it 
is  preheated  and  the  thermit  is  poured, 
some  metal  remaining  over  the  rail 
head.  After  the  joint  has  cooled  it  is 
machined.  This  third  method  is  used 
principally  for  rail  in  place,  where  the 
other  methods  cannot  be  adopted.  (See 
Editor's  note.) 

Better  results  than  formerly  are  be- 
ing   secured    with    electrically    welded 
joints  and  their  use  is  increasing.   This 
is  partly  because  the  technique  of  weld- 
ing   is    understood    better    and    partly 
from   improvements   in   design.     These 
latter  lie  principally  in  the  addition  of 
a  base  plate  welded  to  the  rail  bases, 
just  as  the  angle  plates  are  welded  to 
the  sides  of  the  rail.    In  fact,  one  com- 
pany   (Societe  Nationale  des  Chemins 
■de  Fer  Vicinaux  of  Belgium)  has  laid 
5,000  joints  with  welded  base  plates  but 
no  angle  plates.     Where  this  has  been 
done,   the   rail   ends   are   prepared    for 
welding  by  having  their  edges  beveled 
off   with   the  electric   arc   all   the   way 
around  except  at  the  base.     After  the 
base  plate  is  welded  in  place,  the  notch 
formed  between   the   beveled   edges   is 
filled  up  with  metal  by  the  arc.     Then 
the    rail    heads    are    ground    smooth. 
Marseilles  has  also  used  this  method  of 
notching    or    chamfering    the    ends    of 
two    abutting   rails    and    filling   up   the 
space  with  metal  deposited  by  an  arc. 
In   that   city,    while   the   notch    in   the 
heads  of  the  rails  is  being  filled  with 
metal    the    rails    are    kept    aligned    by 
temporary    angle    plates.       After    the 
work    on    the    head    is    finished,    these 
plates  are  removed  and  the  sides  of  the 
rail  are  treated  in  the  same  way. 

Of  the  76  companies  replying  to  the 
questionnaire,  60  used  some  kind  of 
joint  welding.  Of  these.  26  employed 
thermit  only,  the  other  34  using  both 
thermit  and  arc  welding.  Of  this  lat- 
ter number,  eleven  used  arc  welding 
only  for  auxiliary  track  work  or  at 
compromise  joints.  The  other  thirteen 
used  thermit  for  new  track  and  arc 
welding  for  old  track.  A  recent  article 
in  a  French  engineering  paper  points 
out  that  the  effect  of  the  heat  neces- 
sary in  welding  joints  tends  to  soften 
the  steel  by  reducing  the  carbon  and 
manganese  contents.  It  suggests,  if 
possible,  some  method   of  welding  by 


which  air  would  be  excluded  from  the 
rail  surfaces.  No  practicable  plan  has 
been  developed  to  accomplish  this  re- 
sult, but  it  is  worth  the  attention  of 
welding  experts. 

As  for  ties,  of  the  76  companies 
replying  to  the  questionnaire,  63  used 
ties  of  some  kind.  Of  this  number  40 
used  wooden  ties  only,  four  metal  ties 
only,  and  the  remainder  ties  of  more 
than  one  kind.  Of  the  latter  number, 
six  have  reinforced-concrete  ties  in  ex- 
perimental use.  Where  wood  ties  are 
employed,  oak  is  most  generally  used, 
then  pine,  then  beechwood.  The  ties 
are  usually  treated  with  creosote,  sul- 
phate of  copper  or  carbolineum. 

The  four  companies  using  metal  ties 


COMING  MEETINGS 
OF 

Electric  Railway  and 
Allied  Associations 

June  4-6 — Midwest  Electric  Rail- 
way Association,  Hotel  Baltimore, 
Kansas  City,  Mo. 

June  4-S — National  Electric  Li^ht 
Association,  Atlantic  City,  N.  J. 

June  6-S — Canadian  Electric  Rail- 
way Association,  annual  convention 
and  exhibit,  Toronto,  Canada. 

June  12-13 — American  Wood  Pre- 
servers' Association,  Chattanooga, 
Tenn. 

June  14-15 — New  York  Electric 
Railway  Association,  Half  Moon 
Hotel,  Coney  Island,  N.  Y. 

June  20-27  —  American  Railway 
Association,  Div.  5 — Mechanical,  an- 
nual convention  and  e.vhibit,  Atlantic 
City,  N.  J. 

June  21-22  —  American  Railway 
Association,  Motor  Transport  Divi- 
sion, Atlantic  City,  N.  J. 

June  21-22  —  Wisconsin  Utilities 
Association,  Accounting  Section, 
Hotel  Pfister,  Milwaukee,  Wis. 

June  28-29— Centra]  Electric  Rail- 
way Association,  Cedar  Point,  Ohio. 
July  *-72— Public  Utilities  Adver- 
tising Association  and  International 
Advertising  Exposition,  Detroit,  Mich. 
July  13 — A.E.R.A.  Executive  Com- 
mittee on  vacht  "Florida,"  New 
York,  N.  Y.  ■ 

July  18-20 — American  Society  of 
Civil  Engineers,  annual  convention, 
Buffalo,  N.  Y. 

July  /9-2/— Pacific  Claim  Agents' 
Association,  annual  convention,  San 
Diego,  Cal. 

July  25-27 — Electric  Railway  Asso- 
ciation of  Equipment  Men,  Southern 
Properties,  Cincinnati,  Ohio. 

July  27-2*— Central  Electric  Rail- 
way Accountants'  Association, 
Detroit,  Mich. 

Aug.  16-17  —  Wisconsin  Utilities 
Association,  Transportation  Section, 
Sheboygan,  Wis. 


SEPT.  22-28,  1928 
American  Electric  Railway 
Association,  47th  annual  con- 
vention  and   exhibit,   Cleve- 
land, Ohio. 


exclusively  are  Constantinople  in  Tur- 
key, Hamburg  and  Mannheim  in  Ger- 
many, and  one  road  in  the  Belgian 
Congo.  Paris  is  one  of  the  roads  test- 
ing metal  ties. 

Where  reinforced-concrete  ties  are 
being  employed,  steel  plates  or  wooden 
blocks  are  set  in  the  concrete  so  that 
the  rail  may  be  held  to  it  by  screw 
spikes  or  clips.  Concrete  ties  may  be 
considered  to  be  still  in  the  experi- 
mental stage.  They  are  expensive  and 
awkward  to  handle  but  have  manifest 
advantages  in  moist  soil. 

Kditor's  Note ;  All  the  thermit  methods 
differ  from  that  generally  used  in  this 
country.  The  pressure  method  is  very 
difficult  here  because  American  rails  are 
much  higher  in  carbon  than  the  European 
rails.  As  the  carbon  content  increases,  the 
difficulty  of  pressure  welding  increases  very 
rapidly.  Also,  it  is  usually  thought  neces- 
sary in  America  to  weld  from  twenty  to 
thirty  joints  per  day  with  one  equipment. 
Since  the  European  method  requires  a  loose 
rail  ahead  all  the  time,  the  amount  of  track 
which  can  be  laid  in  a  day  is  limited  and 
the  production  is  cut  to  perhaps  six  to  eight 
joints  per  day.  The  clamps  used  in  Euro- 
pean welding  weigh  about  800  lb.  On  the 
higher  carbon  American  rails,  a  much  more 
powerful  clamp  would  be  required  to  get 
satisfactory  results.  It  has  even  been  con- 
sidered necessary  to  use  hydraulic  clamps 
for  this  type  of  welding  wherever  American 
rails  are  used.  The  use  of  clamps  of  this 
type  would,  of  course,  increase  the  cost  of 
the  welding  in  America  to  a  point  where 
it  would  be  almost  prohibitive.  With  the 
"insert"  method  as  used  in  America,  clamps 
of  this  type  are  not  necessary.  In  fact  on 
wood  tie  track,  no  clamps  at  all  are  re- 
quired, and  on  steel  tie  track,  light  clamps 
are  used  only  to  hold  the  rail  in  line  while 
the  welding  is  being  done,  provided  the 
welding  is  done  ahead  of  the  laying  of  con- 
crete. If  the  welding  is  done  after  the 
concreting,  no  clamps  are  required  on  this 
type  of  track. 

The  second  type  of  welding  described  in 
Mr.  Van  Noorbeeck's  article,  that  by  press- 
ing the  rails  apart,  is  not  practiced  in 
America.  The  "insert"  method  obviates  its 
necessity.  Tlie  third  method  described  also 
differs  from  that  used  here,  as  in  this  coun- 
try a  shim  of  rail  steel  is  inserted  between 
the  rail  ends  before  the  rail  is  cast.  This 
prevents  any  danger  of  cupping. 

Incidentally  the  Metal  &  Thermit  Cor- 
poration of  New  York,  from  which  the  data 
in  this  note  were  obtained,  is  closely  allied 
with  the  Thermit  companies  of  Europe.  The 
closest  co-operation  is  maintained  among 
the  four  companies  and  each  avails  itself 
of  the  methods  and  processes  of  the  others, 
as  well  as  of  their  engineering  advice  and 
experimental  work.  The  different  proc- 
esses developed  show  how  methods  have  to 
be  changed  because  of  dissimilar  conditions. 


Wood  Preservation  Meeting 

COMMITTEES  of  the  American 
Wood  Preservers'  Association  and 
the  American  Railway  Engineering  As- 
sociation on  Wood  Preservation  will 
hold  a  summer  meeting  in  Chattanooga. 
Tenn.,  June  12-13.  All  those  attending 
will  have  the  opportunity  of  visiting  the 
treating  plant  of  the  Western  Union 
Telegraph  Company,  where  zinc  meta- 
arsenite  is  being  used,  and  the  car  shops 
where  lumber  treated  with  this  preserva- 
tive is  being  utilized. 


I 


914 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  N 0.22 


^^^{ews  of  the  Industry 


=qc^^»= 


/n 


By  Air  and  Interurban  in  Ohio 

The  Cleveland  &  Southwestern  Rail- 
way &  Light  Company  established  a 
regular  schedule  of  rail  and  air  service 
connections  in  conjunction  with  the 
Stout  Air  Service,  Inc.,  which  operates 
a  daily  passenger  air  line  between 
Cleveland,  Ohio,  and  Detroit,  Mich. 
Ten  northern  Ohio  cities — Medina, 
Elyria,  Oberlin,  Wooster,  Ashland, 
Mansfield,  Crestline,  Gallon,  Bucyrus 
and  Wellington — are  affected  by  the 
plan,  under  which  through  rates  and 
service  have  been  put  into  effect  over 
the  interurban  lines  to  the  Cleveland 
airport  and  thence  by  plane  to  Detroit. 

The  plan  was  made  operative  on  May 
28  when  tickets  for  the  combined  rail- 
plane  service  became  available  at  all 
ticket  stations  of  the  Southwestern.  No 
additional  track  construction  was  neces- 
sary, since  the  interurban  line  runs  past 
the  airport  a  short  distance  outside  of 
Cleveland.  E.  L.  Hukill,  traffic  man- 
ager of  the  Cleveland  &  Southwestern, 
made  the  arrangements  with  officials  of 
the  Cleveland-Detroit  air  line  after  he 
had  flown  to  Detroit  and  back  and  had 
become  an  air  enthusiast.  Prospective 
users  of  the  new  service  may  arrange 
to  board  an  interurban,  which  will  make 
connections  with  the  planes  at  the  air- 
port, by  consulting  ticket  agents  in  their 
respective  towns.  Two  round  trip 
flights  are  made  a  day,  one  in  the  morn- 
ing and  one  in  the  evening,  so  it  will 
be  possible  for  anyone  on  the  South- 
western lines  to  make  a  trip  to  Detroit 
in  the  morning,  have  five  hours  there 
and  return  home  the  same  day. 

Three-motored  Ford  planes  each  ac- 
commodating fourteen  passengers  are 
in  service  on  the  Qeveland-Detroit  air 
line.  Every  possible  convenience  is  pro- 
vided. The  air  trip  takes  from  an  hour 
to  an  hour  and  a  half,  compared  with 
more  than  four  hours  by  rail.  The  Ford 
planes  also  make  daily  sightseeing  trips 
of  50  miles  over  Qeveland.  The  ar- 
rangement with  the  Southwestern  also 
provides  for  excursion  rates  to  the  air- 
port including  the  sightseeing  ride. 


Threat  of  Comi  etition 

in  Baltimore 

Linwood  L.  Clark,  an  attorney  who 
represented  one  of  the  bodies  opposed 
to  the  increased  fares  for  the  United 
Railways  &  Electric  Company,  Balti- 
more, Md.,  has  written  the  Maryland 
Public  Service  Commission  that  an  un- 
disclosed principal  is  prepared  to  make 
the  necessary  application  for  the  right 
to  operate  a  bus  system  in  Baltimore  in 
competition  with  the  United.  Mr. 
Qark  said  the  present  purpose  is  to 
ascertain  if  the  franchise  rights  of  the 
United  "are  of  such  pre-emptive  charac- 


ter as  to  exclude  a  competitive  city-wide 
bus  system  furnishing  superior  service 
at  less  cost  to  the  public,  park  tax  or  its 
equivalent  included." 

In  reply  the  commission,  through 
Chairman  Harold  E.  West,  has  declined 
to  give  an  expression  of  its  stand  on  a 
city-wide  and  suburban  passenger  bus 
service  until  it  receives  the  application 
in  regular  form.    Mr.  West  said  that  the 


commission  can  only  pass  on  specific 
applications  regularly  before  it  for  ad- 
judication and  then  only  in  the  light  of 
the  particular  facts  and  circumstances 
presented.  On  the  facts  submitted,  he 
said,  the  commission  would  hesitate  to 
give  a  categorical  answer  and  that  it 
would  not  attempt  to  express  an  opinion 
about  the  legal  or  other  rights  of  the 
United  Company  in  the  premises. 


President  Thomas  N,  McCarter  Honored 

More  than  600  invited  to  dinner  to  him  culminating  the  celebration 

of  25th  anniversary  of  company's  founding.     Optimistic  over 

prospects  of  transportation  unit's  co-ordinated  service 

Carter :  Owen  D.  Young,  General  Electric . 
Company ;  Edward  T.  Stotesbury,  Drexel 
&  Company,  Philadelphia ;  Uzal  H.  Mc- 
Carter, director  of  the  Public  Service  Cor- 
poration; Edmund  W.  Wakelee,  director 
and  vice-president  of  the  Public  Service 
Corporation ;  Joseph  F.  Autenrieth,  chair- 
man New  Jersey  Public  Utilities  Commis- 
sion ;  Gen.  W.  C.  Heppenlieimer,  director 
of  the  Public  Service  Corporation ;  John  L. 
Waterbury,  former  director  of  the  corpora- 
tion ;  Frank  Bergen,  general  counsel  of  the 
corporation. 

Credit  is  frankly  given  by  his  asso- 
ciates to  Mr.  McCarter  for  the  work  he 
has  done  in  welding  together  the  present 
state-wide    system    of   electric    railway, 
electric  light  and  power  and  gas  sys-, 
tenis  and  directing  them  to  their  present! 
magnificent     standards,     and     in     turni 
credit  is  just  as  frankly  given  by  MrJ 
McCarter   to   the   men   and   women   in| 
the  companies  of  which  he  is  the  head] 
for   the   part,  they   have   played   in   the 
25-year  program  of  progress,  to  which 
reference  will   be  made  more   in  detail 
later.     Here   the  concern   is   first  witi 
the  beginnings;   then  with   the  accomr^ 
plishments. 

Prior  to  the  organization  of  the  com^^ 
pany.   Mr.   McCarter  had  attained  dis^ 
tinction  not  only  as  a  leading  memben 
of  the  bar,   but  as   State   Senator  anfl 
Attorney  General  of  New  Jersey.     He 
was  familiar  with  the  public  utility  situ-^ 
ation    existing    at    that   time.      .Service 
was    being    rendered   by   scattered   andl 
comparatively   small   units.     Additional 
money    was    needed    for    improvementjj 
and    extensions.      The   time    had    come 
when    a    thorough    reorganization    and 
rehabilitation    of   the   gas,   electric   and 
railway     properties     were      necessaryJ 
Then  the  opportunity  and  the  man  metj 
It  was  Mr.  McCarter  who  conceived  thel 
plan  for   bringing  under   one   manage- f 
ment  the  then  scattered  properties  and,l 
in   collaboration   with    Randal    Morgan  J 
and  John  I.  Waterbury  as  a  committee, 
he    proceeded    to    develop    the    detailsJ 
of  the  plan  which  was  finally  put  into 


Thomas  N.  McCarter 

CELEBRATION  of  the  25th  anni- 
versary of  the  formation  of  the 
Public  Service  Corporation  of  New 
Jersey  with  Thomas  N.  McCarter  at 
its  head  as  president  culminated  in  a 
dinner  on  the  evening  of  June  1  to  Mr. 
McCarter  at  the  Robert  Treat  Hotel. 
About  600  guests  attended,  including 
industrial  leaders  of  New  Jersey,  state 
and  municipal  officials,  prominent  util- 
ity men  from  the  Eastern  part  of  the 
United  States  and  officers  of  the  cor- 
poration. The  roster  of  names  at  the 
speakers'    table    included : 

Thomas  S.  Gates,  Col.  A.  R.  Kuser, 
Samuel  T.  Bodine,  directors  of  the  Public 
Service  Corporation ;  Percy  S.  Young, 
director  and  vice-president  of  the  Public 
Service  Corporation ;  E.  I.  Edwards,  U.  S. 
Senator  from  New  Jersey;  John  B.  Miller, 
California  Edison  Company;  Arthur  W. 
Thompson,  president  of  the  United  Gas 
Improvement  Company;  A.  Harry  Moore, 
Governor  of  New  Jersey;  Thomas  N.  Mc- 


June  2, 1928 


ELECTRIC   RAILWAY  JOURNAL 


915 


effect.  One  of  the  stipulations  made 
by  the  men  interested  in  the  project 
was  that  Mr.  McCarter  accept  the  pres- 
idency of  the  new  company.  This  he 
finally  consented  to  do  although  it  made 
it  necessary  for  him  to  give  up  further 
practice  of  his  chosen  profession.  As 
Edmund  W.  Wakelee,  vice-president  of 
the  company,  has  expressed  it,  during 
these  twenty-five  years  there  have  been 
many  problems  fo  be  solved,  many 
adverse  conditions  to  be  overcome,  but 
through  good  times  and  bad  times,  in 
prosperity  and  in  adversity,  President 
McCarter  has  supplied  the  energy, 
courage  and  directing  force  necessary 
to  carry  out  his  plans  and  make  his 
vision  a  reality.  And  all  this  time  Mr. 
McCarter  has  played  a  most  important 
part  in  shaping  the  national  destiny  of 
the  industries  included  in  the  New  Jer- 
sey corporation's  activities,  particularly 
in  the  electric  railway  industry,  in  the 
councils  of  which  he  has  been  a  factor 
since  first  he  entered  the  utility  field. 

Mr.  McCarter's  message  to  his 
associates  follows : 

In  this,  the  25th  anniversary  of  Public 
Service,  I  extend  my  personal  and  official 
greetings  to  each  member  of  the  Public 
Service  staff. 

During  its  existence  of  a  quarter  cen- 
tury. Public  Service  has  constantly  ex- 
panded electric,  gas  and  transit  facilities 
an  is  today  justifiably  proud  of  the  three 
great  utility  systems  which  are  so  ade- 
quately serving  the  people  of  New  Jersey. 

It  is  no  less  proud  of  the  splendid 
organization  of  men  and  women  which 
operates,  maintains,  expands  as  increased 
demand  requires,  and  gives  life  to  these 
physical  properties.  To  the  intelligent, 
faithful  and  efficient  efforts  of  this  Public 
Service  family,  the  success  of  the  enter- 
prise and  the  complete  and  dependable 
service  that  it  provides  are  in  large  meas- 
ure   due. 

I  am  profoundly  grateful  for  the  loyal 
support  that  the  organization  has  given 
me  as  its  chief  and  it  is  with  feelings 
of  personal  gratitude  that  I  extend  to  its 
every  member  the  thanks  of  the  officers 
of  Public  Service  and  express  their  ap- 
preciation of  services  rendered.  Please 
accept  my  best  wishes  for  your  health  and 
prosperity. 

Celebration  a  Company  Event 

While  the  dinner  to  Mr.  McCarter 
overshadowed  other  events  in  connec- 
tion with  the  celebration  of  the  twenty- 
fifth  anniversary,  still  it  was  just  one  of 
a  number  of  events  in  connection  with 
the  present  occasion.  On  May  22,  in 
the  directors'  room  in  the  Newark 
Terminal,  an  oil  portrait  of  Mr. 
McCarter  was  unveiled.  The  portrait 
was  done  by  John  Christen  Johansen 
of  New  York,  who  was  commissioned 
to  do  the  work  following  an  announce- 
ment of  the  proposed  presentation,  Oct. 
20  last,  at  a  dinner  to  Mr.  .McCarter, 
by  the  Public  Service  organization  on 
the  anniversary  of  his  sixtieth  birthday. 

Since  the  organization  of  the  com- 
pany, 1903,  more  than  $163,000,000  has 
gone  into  additions  to  and  extension  of 
electric  facilities. 

Since  1903,  more  than  $59,000,000 
has  gone  into  additions  to  and  extension 
of  gas  facilities. 

Since    1903.    some    $71,000,000    has 


gone  into  additions  to  and  extension 
of  transportation  facilities.  Public  Serv- 
ice Corporation  has  not  hesitated  to 
add  to  an  already  extensive  and  com- 
plete railway  system,  a  complementary 
motor  bus  service  which  is  already 
one  of  the  most  extensive  in  existence. 
The  378  miles  of  railway  track  which 
Public  Service  took  over  in  1903  have 
been  increased  to  878  miles,  while  there 
have  been  added  to  the  equipment  avail- 
able to  serve  the  public  1,800  street  cars 
and  1,400  motor  buses. 

Mr.  McCarter  said  recently: 
Confidence  in  the  state's  future  devel- 
opment, growth  and  progress  led  in  the 
first  place  to  the  organization  of  Public 
Service  and  is  still  a  guiding  principle  of 
those  who  have  its  affairs  in  their  charge. 
We  are  planning  and  building  now  so  that 
Public  Service  will  be  in  a  position  to 
meet-  all  demands  for  service  as  they  will 
be  made  in  the  coming  years.  Within 
the  last  twelve  months  we  have  entered 
into  an  agreement  with  neighboring  elec- 
tric companies  for  the  formation  of  the 
world's  largest  power  pool  which  assures 
to  New  Jersey  an  ample  supply  of  electric 
power,  capable  of  expansion  to  meet  future 
requirements. 

As  Mr.  McCarter  sees  it,  there  is  no 
problem  more  vital  as  affecting  the 
interests  of  New  Jersey  than  that  of 
adequate  and  convenient  local  trans- 
portation and  the  solution  of  no  similar 
problem  is  fraught  with  more  difficul- 
ties. But  his  remarks  left  no  doubt 
about  the  character  of  the  accomplish- 
ments of  the  company  in  this  particular 
sphere  of  its  activities.  There  appeared 
to  be  no  mistaking  the  fact  that  Mr. 
McCarter  feels  that  a  solution  of  the 
problem  is  possible  and  best  of  all  that 
it  is  near. 


"No  Parking"  Decreases  Number 
of  Accidents  in  Chicago 

A  study  of  accident  reports  recently 
completed  by  traffic  engineers  of  the 
Chicago  Surface  Lines  indicates  that 
since  Jan.  10,  when  the  no-parking 
ordinance  became  effective  in  the 
downtown  district  of  Chicago,  111., 
there  has  been  a  decrease  in  accidents 
involving  street  cars  of  approximately 
30  per  cent.  This  decrease  is  credited 
to  the  greater  facility  with  which  cars 
now  enter  the  Loop  district  and  to  the 
reduction  in  the  number  of  collisions 
between  automobiles  and  street  cars 
which  were  due  to  the  maneuvering  of 
automobiles  into  and  out  of  parking 
spaces. 

An  ordinance  recently  passed  by ,  the 
City  Council  which  would  have  pro- 
hibited all  mid-block  or  "U"  turns  on 
downtown  streets,  was  vetoed  recently 
by  Mayor  William  Hale  Thompson. 
The  Mayor  explained  his  action  by 
saying  that  he  had  received  many  pro- 
tests against  the  measure  and  that  he 
had  been  informed  that  the  ordinance 
was  illegal.  It  is  understood  that  the 
ordinance  will  be  referred  back  to  the 
traffic  committee  of  the  City  Council 
and  submitted  to  the  corporation 
counsel  for  an  opinion  with  regard  to 
its  legality. 


Decision  Reserved  on  Philadelphia 
5-Cent  Fare  Suit 

A  special  Federal  Court  of  Equity, 
composed  of  Circuit  Court  Judge  Davis 
and  District  Judges  Dickinson  and 
Kirkpatrick,  reserved  decision  on  a 
motion  by  two  taxpayers  to  restrain 
the  Philadelphia  Rapid  Transit  Com- 
pany, Philadelphia,  Pa.,  from  collecting 
more  than  a  five-cent  fare  pending  a 
final  decision  by  that  court  in  the  case. 
The  suit  is  for  recovery  of  $79,800,000 
in  excess  fares  over  the  five-cent  base 
fixed  in  the  1907  Philadelphia  Rapid 
Transit-city  agreement.  Complainants 
contend  that  the  Public  Service  Com- 
mission and  fare  rulings  of  that  body 
are  unconstitutional. 

A  somewhat  similar  suit  was  dis- 
missed by  Federal  Judge  Dickinson  in 
June,  1926. 

♦ 

Covington  Company  Seeks 
Fare  Increase 

A  proposal  to  increase  fares  in  the 
Northern  Kentucky  communities  from 
5  cents  to  10  cents  cash,  with  an  8J-cent 
ticket  rate,  was  made  by  H.  C.  Black- 
well,  president  of  the  Cincinnati,  Cov- 
ington &  Newport  Railway,  at  a  joint 
meeting  of  Kentucky  city  officials  on 
May  23.  The  franchises  under  which 
the  company  now  operates  are  perpetual. 
Most  of  them   stipulate   a   5-cent   fare. 

Mr.  Blackwell  pointed  out  that 
the  sale  of  merchandise  of  any  kind  at 
cost  or  below  cost  would  result  only  in 
disaster  to  the  business  to  the  discom- 
fort of  all  who  depend  on  it.  Among 
other  things  he  said: 

The  citizens  of  Cincinnati,  confronted 
with  practically  the  same  conditions  as 
exist  in  the  Kentucky  communities,  met  and 
solved  the  problem  in  the  course  of  a  rea- 
sonable time.  Not  only  are  the  city  streets 
there  something  to  be  proud  of,  but  so  is 
the  railway.  Street  railway  equipment, 
both  rolling  stock  and  tracks,  under  a 
proper  rate  of  fare,  can  be  kept  in  the 
condition  they  should  be ;  and  when  addi- 
tional or  better  service  is  needed,  it  can  be 
supplied. 

Everyone  knows  that  it  is  impos- 
sible to  operate  under  a  S-cent  fare  and 
as  support  for  this  statement  all  we  need 
do  is  to  accept  the  word  of  the  Cincinnati 
city  officials  who  have  found  that  the 
service-at-cost  plan  requires  a  10-cent  cash 
fare  for  single-trip  passengers,  or  three 
tickets  for  25  cents.  Every  expense  en- 
countered by  the  Cincinnati  Street  Railway 
has  its  parallel  for  the  Kentucky  company, 
and  we  have  an  additional  expense  in  the 
toll  charged  for  crossing  the  Ohio  River. 

Mr.  Blackwell  said  he  knew  of  few 
other  communities  where  a  5-cent  fare 
is  in  existence.  He  was  not  asking  the 
city  officials,  upon  their  return  to  their 
various  cities,  to  authorize  an  increase 
in  fare,  but  to  give  the  matter  most 
serious  consideration,  together  with  the 
promise  from  him  that  with  the  adop- 
tion in  the  Kentucky  communities  of  the 
fare  now  being  charged  in  Cincinnati 
would  come  increased  service,  where 
necessary,  and  reduced  rates  for  cur- 
rent in  Kentucky,  thereby  benefiting  the 
entire  community. 


916 


ELECTRIC   RAILWAY  JOURNAL 


Vol.71,  N 0.22 


New  Franchise  Ordinance  in  Toledo 

Provides    for    bus    monopoly    by    Community    Traction    Company. 
Power  rate  reduced  and  fares  to  remain  as  at  present. 
^560,000  rehabilitation  program 


If  the  city  fails  to  prohibit  independent 
buses  the  financing  concessions  would 
be  sacrificed,  and  if  the  company  did  not 
perform  its  covenants  the  city  could 
bring  in  competing  bus  lines. 


ANEW  ordinance  in  the  form  of  a 
contract  with  the  Community  Trac- 
tion Company,  its  ownership  as  repre- 
sented by  the  Toledo  Traction,  Light  & 
Power  Company,  and  the  city  of  Toledo, 
Ohio,  supplementary  to  the  present 
Milner  franchise,  has  been  introduced 
into  the  City  Council  by  Mayor  Wil- 
liam T.  Jackson  and  is  now  being 
studied.  Along  with  the  ordinance  the 
Mayor  filed  a  letter  explaining  the  pro- 
visions of  the  plan  worked  out  largely 
by  Commissioner  E.  L.  Graumlich  and 
David  H.  Goodwillie,  member  of  the 
street  railway  board  of  control,  in  con- 
ference with  representatives  of  Henry 
L.  Doherty  &  Company,  and  whipped 
into  legal  form  by  city  and  company  at- 
torneys. He  also  transmitted  an  agree- 
ment between  the  Toledo  Edison  Com- 
pany and  the  Community  Traction  Com- 
pany relative  to  a  reduction  in  the  power 
rate,  an  agreement  on  the  part  of  the 
company  to  keep  step  with  the  city  on 
its  paving  program  for  a  period  of 
five  years,  and  a  program  of  extensions 
and  betterments  to  service,  including 
fourteen  new  bus  routes  requiring  104 
new  buses. 

In  the  new  ordinance  the  railway  is 
granted  a  virtual  monopoly  of  bus 
operation,  since  any  independent  line  is 
prohibited  within  a  quarter  mile  of  a 
company  railway  or  bus  route.  Under 
this  provision  it  will  be  the  policy  of 
the  railway  to  purchase  equipment  of 
existing  lines  at  a  fair  appraisal  as  de- 
termined by  a  board  named  by  Mayor 
Jackson.  The  bus  operators  have  no 
franchise  rights  in  the  streets  and  have 
not  been  subject  to  city  regulation.  In 
the  banning  of  motor  coach  operations 
within  limits  the  new  ordinance 
specifically  exempts  taxicabs,  which 
have  recently  put  into  effect  a  SO-cent 
flat  rate  within  city  boulevard  limits. 

Among  the  important  features  of  the 
new  plan  to  supplement  the  Milner 
ordinance  are  the  following: 

The  power  rate  will  be  reduced  to  a 
basis  that  will  save  the  company 
$150,000  in  the  next  five  years.  It  will 
be  readjusted  periodically  to  conform  to 
costs  of  coal.  The  Toledo  Edison  Com- 
pany will  also  rebate  $150,000  in  60 
monthly  installments  of  $2,500  each  on 
account  of  power  charges  in  recent 
years. 

The  Community  Traction  Company 
will  pay  the  city  an  old  paving  claim 
amounting  to  $270,000  in  which  inter- 
est is  included.  It  will  also  pay  the  city 
$10,000  expended  in  transit  surveys,  pay 
a  claim  for  an  attorney  who  represented 
the  board  of  control  in  power  litigation, 
and  some  other  minor  claims. 

A  five-year  rehabilitation  program  is 
set  up  and  it  will  require  expenditure 
of  about  $560,000  to  be  furnished  by  the 
Toledo  Traction,  Light  &  Power  Com- 
pany, now  owning  the  major  portion  of 
the  company  securities.    Of  this  money 


$185,000  will  be  available  the  first  year, 
$181,000  the  second  year,  $57,000  the 
third  vear,  $119,000  the  fourth  year  and 
$18,00'0  the  fifth  year.  During  the 
five-year  period  covered  by  the 
ordinance  the  company  will  make  re- 
placements amounting  to  $230,000  with 
$120,000  available  the  first  year,  $60,000 
the  second  year  and  $50,000  the  third 
year.  This  will  afford  the  company  a 
chance  to  replace  worn-out  equipment 
in  the  next  three  years. 

A  loan  fund  of  $30,000  is  authorized 
to  make  a  down  payment  on  bus  pur- 
chases. Probably  more  than  100  new 
coaches  will  be  purchased  if  the  plan 
becomes  operative. 

The  Community  Traction  Company 
now  is  obligated  to  its  owners  for  about 
$900,000,  which  is  substantially  the 
amount  of  the  deficit  in  the  stabilizing 
fund  less  the  original  $400,000  in  that 
fund  at  the  time  the  Milner  ordinance 
went  into  efifect.  Interest  and  payment 
of  principal  on  this  loan  are  to  be  sus- 
pended for  a  period  of  ten  years  unless 
the  agreement  with  the  city  of  Toledo  is 
terminated  earlier.  By  reason  of  this 
fact  the  rate  of  fare  would  be  subject  to 
reduction  in  case  the  stabilizing  fund 
reaches  $500,000. 

Railway  fares  will  remain  as  at  pres- 
ent. This  will  mean  that  all  bus  fares 
will  be  reduced  slightly.  The  fare  scale 
now  is  10  cents  cash,  three  tickets  for 
25  cents,  and  1  cent  for  transfer.  Buses 
operated  by  the  company  have  been 
bringing  a  straight  10-cent  fare  with 
3  cents  for  transfers. 

The  company  will  put  in  three  new 
crosstown  lines,  conforming  to  general 
recommendations  of  the  Milner  ordi- 
nance, and  eleven  other  routes  sub- 
stantially extensions  to  lines  as  con- 
templated under  a  general  revision  of 
the  system  provided  for  in  the  franchise. 
Adoption  of  the  ordinance  agreement 
will  also  restore  to  the  City  Council 
control  of  service  by  suspending  the 
deficit  in  the  stabilizing  fund. 

In  his  letter  to  the  City  Council 
Mayor  Jackson  explained  the  present 
plan,  indorsed  it  and  recommended  that 
it  be  studied  carefully  by  individual 
members  of  the  Council.     He  said : 

It  is  my  opinion  that  the  proposed  agree- 
ment is  in  every  respect  fair  to  the  city. 
It  makes  possible  better  service  by  the 
co-ordination  of  the  railway  and  bus  lines. 
In  other  words,  it  contemplates  a  complete 
transit  system  for  the  entire  city  at  a  rate 
of  fare  governed  by  the  service-at-cost  fea- 
tures of  the  present  franchise.  The  agree- 
ment would  not  bind  the  city  for  a  period 
longer  than  five  years,  and  if  at  the  ex- 
piration of  that  period  further  concessions 
by  the  company  are  needed  the  city  will  be 
free  to  negotiate  with  the  company.  If  at 
that  time  negotiations  are  of  no  avail  the 
City  Council  can  make  arrangements  for 
other  bus  service. 

The  ordinance  is  nullified  if  either 
party  fails  to  live  up  to  the  agreement. 


Chicago  to  Vote  on  Three 
Transportation  Problems 

As  a  result  of  tiie  filing  last  April 
witli  the  Cook 'County  Election  Com- 
missioners of  petitions  asking  for  a 
referendum  vote  on  certain  questions 
concerning  the  local  transportation  prob- 
lem in  Chicago,  III.,  three  major  pro- 
posals will  appear  on  a  ballot  at  the 
judicial  election  to  be  held  in  Chicago 
and  throughout  Cook  County  on  June  4. 
The  petitions,  which  carried  a  total  of 
more  than  300,000  signatures,  were 
filed  by  a  group  of  local  civic  and  im- 
provement organizations  and  others 
interested.     The  questions  are : 

1.  Shall    all    legislation    enacted    by    tin- 
Legislature   and   all   ordinances   passed   by 
the  city  of  Chicago  pertaining  to  Chicas;" 
local    transportation    or    subways    be    fir- 
submitted  to  a  referendum  of  the  voters  ■ 
Chicago  before  becoming  effective  ? 

2.  Shall  the  City  Council  of  Chicaj>n 
refuse  to  pass  any  ordinances  which  havi- 
for  their  purpose  the  use  of  the  traction 
fund  to  build  downtown  subways? 

3.  Shall  the  city  of  Chicago  proceed 
without  delay  to  provide  transportation 
where  the  present  facilities  are  inadequate 
or  lacking,  particularly  in  the  outlying  dis- 
tricts, by  the  use  of  pneumatic-tired  buses, 
the  necessary  expense  to  be  paid  out  of  the 
traction    fund? 


Surface-Car  Subway  in 
Philadelphia  Approved 

The  Locust  Street  ordinance,  passed 
by  the  City  Council  of  Philadelphia, 
Pa.,  was  signed  by  Mayor  Mackev  on 
May  16.  This  appropriates  $10,000,000 
of  loan  funds  toward  the  construction 
of  the  Locu.st  Street  surface  car  sub- 
way. The  $10,000,000  fund  authorize 
will  be  drawn  upon  by  the  Philadelphj 
Rapid  Transit  Company  for  the  initij 
construction  of  the  $40,000,000  subwajj 
Under  the  city-company  agreemen 
passed  by  the  Council  and  signed  r<| 
cently  by  the  Mayor,  the  transit  con 
pany  is  empowered  to  enter  into  co 
tracts  for  the  building  of  the  line.  Th 
Philadelphia  Rapid  Transit  Compan 
has  agreed  to  meet  the  fi.xed  charges 
the  money  borrowed  by  the  city  for  th 
work,  and  when  the  project  is  paid  fo| 
title  will  remain  vested  in  the  city. 

The  ordinance  declaring  the  city 
intention  of  acquiring  the  holdings 
the  underlying  systems  of  the  PhilJ 
delphia  Rapid  Transit  was  also  |a| 
proved  by  the  Council.  This  legislfl 
tion  will  enable  the  city  Administratio 
to  petition  the  Public  Service  Commi^ 
sion  for  a  valuation  of  the  underlier 
franchises.  It  has  been  estimated  thaf 
the  holdings  can  be  purchased  fo' 
$136,000,000  and  it  is  believed  the  city 
can  save  $4,500,000  a  year  for  itself  by 
substituting  itself  as  lessor  of  the  under- 
liers'  franchises  and  collecting  the  rent- 
als now  paid  those  systems  by  the 
Philadelphia  Rapid  Transit  Company. 


June  2.  1928 


ELECTRIC  RAILWAY  JOURNAL 


917 


California  Commuters  to  Pay 
Higher  Fare 

Monthly  ferry  commutation  rates  on 
the  Key  System  Transit  and  Southern 
Pacific  Lines  have  been  increased  by  the 
California  Railroad  Commission,  but 
existing  local  railway  rates  and  single- 
trip  ferry  fares  remain  at  7  cents  and 
21  cents  respectively.  Commuters  from 
Oakland,  Alameda,  Berkeley  and  Pied- 
mont will  pay  $6.50  for  monthly  tick- 
ets instead  of  $5.20,  and  those  from 
other  Bay  points  on  the  Oakland  side 
$7  effective  July  1.  The  companies  had 
asked  for  lO-cent  local  fares  and  a 
25-cent  single  ferry  fare. 

Commissioner  Clyde  L.  Seavey  wrote 
the  opinion  for  the  commission,  which 
was  supported  by  '  Commissioners 
Thomas  S.  Loutitt  and  Leon  O.  Whit- 
sell.  Dissenting  opinions  were  filed  by 
Commissioners  W.  J.  Carr  and  Ezra 
DeCoto,  both  of  whom,  however,  voted 
for  the  rate  increase. 

Messrs.  Carr  and  DeCoto  held  that  it 
is  unfair  to  throw  the  burden  of  sup- 
porting an  unprofitable  street  railway 
upon  the  shoulders  of  the  commuters. 
They  expressed  the  belief  that  increased 
rates  would  not  solve  the  difficulty 
when  traffic  fell  off  as  rates  went  up. 
Mr.  Seavey  charged  that  the  Key  Sys- 
tem had  not  co-operated  with  the  com- 
mission in  trying  out  tiie  experimen- 
tal 5-cent  fare  zone  plan  ordered  last 
November  on  recommendation  of  A.  O. 
Mott,  the  commission's  chief  engineer. 
The  company  obtained  a  rehearing  on 
the  ground  that  5-cent  fares  would 
bring  bankruptcy.  The  commission 
sustained  the  contention  of  the  compa- 
nies that  they  are  not  getting  a  faif  re- 
turn on  their  investment,  that  the 
Southern  Pacific  operates  its  ferry  and 
suburban  service  at  a  loss  and  that 
the  Key  System  makes  a  small  profit. 
Further,  that  buses  and  private  autos 
are  cutting  into  the  business. 

Mr.  DeCoto's  opinion  is  that  the 
Key  System  would  have  been  better  off 
if  the  traction  fare  had  been  kept  at 
6  cents  and  not  raised  to  7  cents.  He 
sees  rigid  economy  as  the  only  hope 
and  recommends  that  competitive  oper- 
ation of  parallel  lines  be  eliminated  by 
the  companies. 


Improvements  on  Illinois  Traction 
Approved  in  St.  Louis 

The  attitude  of  the  St.  Louis,  Mo., 
city  administration  toward  the  $5,000,- 
000  terminal  improvements  for  the  Illi- 
nois Traction  System  was  indicated  May 
22  when  the  Board  of  Public  Service 
unanimously  approved  a  proposed  ordi- 
nance vacating  certain  streets  to  permit 
the  construction  of  the  contemplated 
new  freight  and  express  office  building 
at  Twelfth  Street  and  Lucas  Avenue. 
The  company  has  applied  to  the  Board 
of  Aldermen  for  a  new  50-year  fran- 
chise permitting  the  construction  of  the 
new  terminal,  subway  and  elevated  lines. 

Advantages  to  be  gained  by  St.  Louis 
through  the  project  as  outlined  by 
D.  W.  Snyder,  e.xecutive  vice-president 


Silver  street  car  awarded  to  Lincoln  Division  employees  of  the  Chicago  Surface  Lines 
for  their  meritorious  work  in  accident  prevention.  The  trophy  is  on  display  at  the 
Women's  World  Fair,  now  in  progress  in  Chicago 


of  the  company,  are :  The  building  up 
of  the  entire  northeastern  section  of  St. 
Louis  with  an  increase  in  property 
values  and  tax  returns ;  a  50  per  cent 
increase  in  passenger  service  over  the 
Illinois  Traction  System  into  St.  Louis 
and  the  bringing  to  St.  Louis  of  shop- 
pers who  now  patronize  smaller  towns 
in  Illinois;  a  reduction  in  running  time 
of  from  30  minutes  to  one  hour ;  halving 
commuter  service  between  St.  Louis  and 
nearby  Illinois  towns  and  a  $250,000  in- 
crease in  freight  traffic. 


a  fair  return  on  its  valuation  of  $26,- 
750,000.  The  present  rate  of  fare  is 
8  cents  cash  or  si.x  tokens  for  40  cents. 
The  company  earned  in  1927  only  3.8 
per  cent  on  this  valuation. 


One  Carfare  in  St.  Louis 

Universal  service  throughout  the 
entire  city  zone  area  for  the  price  of 
a  single  carfare  is  now  offered  in  St. 
Louis,  Mo.,  by  the  St.  Louis  Public 
Service  Company.  This  policy  became 
effective  with  the  granting  by  the  Board 
of  Public  Service  of  a  permit  to  the  com- 
pany to  extend  its  South  Grand  Avenue 
line  by  means  of  buses.  Patrons  can  now 
ride  between  any  point  within  the  city 
zone  area  and  Carondelet  Park  and 
from  Carondelet  Park  to  any  point 
reached  by  the  system  for  one  carfare. 
Application  has  been  made  for  assign- 
ment to  the  St.  Louis  Public  Service 
Company  of  the  permits  to  operate 
buses  on  the  streets  of  St.  Louis  now 
held  by  the  St.  Louis  Bus  Company, 
which  has  been  affiliated  with  the  rail- 
way. The  differential  of  2  cents  and 
3  cents  charged  for  transfers  between 
cars  and  buses  will  be  wiped  out. 


Believe  Higher  Fare  Needed 
by  Capital  Traction 

Intimating  that  the  Capital  Traction 
Company,  Washington,  D.  C,  would 
seek  an  increased  rate  of  fare  soon  after 
the  adjournment  of  Congress,  members 
of  the  Public  Utilities  Commission  cal- 
culated recently  that  a  10-cent  cash  fare 
or  six  tokens  for  50  cents  probably 
would  be  necessary  to  give  the  company 


Texas  Property  Goes  Into 
Freight  Business 

The  Texas  Electric  Railway,  Dallas, 
Tex.,  handled  its  first  carload  of  freight 
through  its  Italy  connection  with  the 
Missouri  Pacific  on  May  22.  The  car 
was  turned  over  to  the  electric  railway 
by  the  Texas  Power  &  Light  Compaiiy 
at  Waco  and  moved  via  the  electric 
railway  line  to  Italy,  thence  by  Missouri 
Pacific  to  Fort  Worth,  and  by  the  Texas 
&  Pacific  to  Odessa,  its  destination. 
The  Texas  Electric  Railway  staged  a 
ceremony  at  Waco  and  there  was  a 
similar  ceremony  at  Italy. 

The  company  has  gone  into  the 
freight  business  under  an  order  issued 
by  the  Texas  Railroad  Commission.  It 
is  understood  that  later  the  electric  rail- 
way will  apply  to  the  Interstate  Com- 
merce Commission  for  permission  to 
handle  interstate  freight,  thereby  becom- 
ing, if  its  plea  is  allowed,  an  electrically 
operated  railroad,  with  full  freight  in- 
terchange agreements  with  the  steam 
railroads.  Since  the  Missouri  Pacific 
does  not  now  enter  Dallas  direct,  it  now 
obtains  an  entrance  of  this  kind  via  the 
electric  railway.  It  is  understood  that 
the  change  means  the  provision  of  in- 
creased terminal  facilities  by  the  elec- 
tric railway  at  Dallas  and  the  purchase 
by  it  of  electric  locoinotives  for  hand- 
ling  freight. 

Eight-Cent  Fare  Sought  in  Rome 

A  petition  for  increased  fares  has 
been  filed  with  the  Georgia  Public  Serv- 
ice Commission  by  the  Rome  Street 
Railway,  Rome,  Ga.,  and  set  for  hear- 
ing on  June  12,  1928.  The  company  is 
a  subsidiary  of  the  Georgia  Power  Com- 


918 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No. 22 


pany.  It  seeks  to  establish  an  8-cent 
fare  in  place  of  a  6-cent  fare  now  in 
effect;  to  sell  two  tickets  for  15  cents, 
and  to  establish  a  4-cent  fare  for  school 
children  instead  of  the  present  3-cent 
fare. 

According  to  the  petition,  the  present 
rate  schedule  does  not  permit  the  com- 
pany to  obtain  a  fair  return  on  its  prop- 
erty investment. 

♦ 

Safety  Winners  in  Rochester 
Dine  on  Turkey 

It  pays  to  play  safe  in  Rochester, 
N.  Y. — at  least  for  operators  of  the  New 
York  State  Railways.  Fifty  employees 
of  the  Main  Street  car  line,  winners  in 
the  annual  safety  contest,  were  honor 
guests  of  the  railways  at  a  turkey  dinner 
at  Hotel  Seneca.  This  line  ran  7,396 
miles  throughout  the  year  for  every 
accident  point  scored  against  it.  City 
Safety  Commissioner  Nier  was  the 
speaker  at  the  banquet. 

Besides  the  annual  competition  be- 
tween employees  of  lines,  a  monthly  con- 
test among  divisions  is  held  with  a  ban- 
ner and  a  dinner  as  the  award.  Right 
now  the  Portland  Avenue  division  holds 
the  flag.  Back  of  all  this  Leon  R. 
Brown,  safety  director,  has  a  carefully 
prepared  plan  to  cut  down  accidents. 


Recent  Bus  Developments 


^^^ 


Public  Responsible  for 
Transportation  System 

Victor  Murdock,  publisher  of  the 
Wichita,  Kan.,  Eagle,  who  served  many 
years  in  the  House  of  Representatives 
and  has  been  a  world  traveler  and 
speaker,  in  a  recent  editorial  declared 
that  the  public  must  share  responsibility 
for  good  or  bad  transportation  in 
Wichita.  He  was  especially  urging  a 
better  rate  of  fare.    His  ideas  were : 

Lack  of  an  adequate  transportation  sys- 
tem fare  must  necessarily  curtail  mainte- 
nance and  extension.  Without  an  adequate 
fare  the  entire  growth  of  Wichita  will  be 
undermined.  It  is  your  responsibility  to 
see  that  Wichita  transportation  lines  are 
maintained  and  extended.  It  is  your  re- 
sponsibility to  see  that  the  transportation 
company  is  granted  a  rate  sufficient  to 
maintain  and  surpass  its  present  service. 
Without  an  increased  rate,  transportation 
will  suffer— without  transportation  the 
growth  of  Wichita  will  suffer. 


Charter  for  Rockford- 
Freeport  Line 

The  Rockford-Freeport  Railway  has 
been  organized  to  continue  the  inter- 
urban  line  from  Rockford,  III.,  to  Free- 
port,  27  miles  to  the  west.  It  is 
controlled  by  the  Central  Public  Serv- 
ice Corporation,  Chicago,  an  aflfiliated 
company  with  the  Rockford  Electric 
Company.  This  road  was  formerly  a 
part  of  the  Rockford  &  Interurban 
Railway  system.  It  will  be  operated 
by  the  Rockford  Electric  Company  in 
conjunction  with  the  line  running  to 
Beloit,  Wis.  The  interurban  line  run- 
ning east  from  Rockford  to  Belvidere 
and  Elgin  is  not  a  part  of  the  Rockford 
Electric   system. 


Buses  Run  at  15  Cents 
in  Kansas  City 

Following  a  vote  of  the  City  Council 
of  Kansas  City,  Mo.,  on  bus  changes 
of  the  Kansas  City  Public  Service 
Company,  authorizing  rerouting  and  a 
fare  increase  on  trunk  lines  to  15  cents, 
buses  started  operating  under  this  fran- 
.chise  for  a  trial  period  of  six  months, 
beginning'  June  1.  The  permit  then 
will  be  ended  or  renewed,  according  to 
the  findings.  The  new  permit  allows 
bus  fares  of  15  cents  on  all  trunk  lines 
in  contrast  to  the  former  10-cent  fare. 
Five  trunk  lines  and  seven  feeder  lines 
are  approved  by  the  Council,  in  place 
of  five  trunk  lines  and  six  feeder  lines. 

The  ordinance  allowing  revision  of 
the  bus  system  for  a  trial  period  was 
enacted  after  three  hours  of  discussion 
and  the  introduction  of  seven  amend- 
ments, two  of  which  carried.  The 
body  approved  the  IS-cent  fare  on 
buses  in  the  belief  that  the  trunk  lines 
were  luxuries,  paralleling  the  street 
car  lines,  and  that  tram  patrons  should 
not  be  penalized  to  support  the  buses. 

Two  amendments  introduced  by 
Mayor  Beach,  containing  provision  of 
the  present  bus  franchise,  but  which 
were  not  incorporated  in  the  new  one, 
were  approved  unanimously.  One  pro- 
vides that  the  railway  must  pay  the 
city  1  cent  on  each  gallon  of  gasoline 
purchased  when  the  vendor  does  not 
pay  the  1  cent  city  tax,  the  money  to 
be  used  for  upkeep  of  the  streets  on 
which  buses  operate.  The  other  ab- 
solves the  city  from  blame  in  bus  ac- 
cidents caused  by  the  buses  encounter- 
ing defects  in  the  streets. 

The  appeal  of  the  company  for  relief 
was  based  on  the  report  reviewed  in  the 
Journal  for  May  26,  page  875. 


Substitution  Sought  by 
New  York  City  Line 

Representing  that  it  may  be  only  a 
matter  of  days  before  the  Eighth  & 
Ninth  Avenue  Railway,  New  York,  will 
have  to  cease  operation  for  want  of 
revenue,  the  company's  receivers  and 
their  attorney  appeared  on  May  21  be- 
fore the  committee  of  the  whole  of  the 
Board  of  Estimate  to  urge  conversion 
of  its  perpetual  railway  franchises  into 
a  franchise  for  the  operation  of  buses. 

The  receivers  described  the  company 
as  unable  to  make  operating  expenses 
with  its  present  equipment.  Its  bank 
balance  they  said,  was  only  $300,  and 
for  many  weeks  the  receivers  and  their 
friends  have  had  to  advance  cash  to 
meet  current  operating  expenses.  Un- 
less some  measure  of  relief  is  afforded, 
the  receivers  said,  the  company  would 
shut  down,  operating  only  one  car  a  day 
to  retain  its  franchise. 

The  lines  of  the  Eighth  &  Ninth  Ave- 
nue Company  run  from  Fulton   Street 


up  West  Broadway  to  Canal,  along 
Hudson  Street  into  Eighth  Avenue  and 
from  the  Battery  to  Gansevoort  Street 
and  then  up  Ninth  Avenue  to  Broadway 
and  65th  Street,  then  along  Broadway 
to  West  72d  Street,  then  up  Amsterdam 
Avenue  to  La  Salle  Street  and  Broad- 
way, all  in  the  borough  of  Manhattan. 


Results  in  Indianapolis  Do  Not 
Reflect  Co-ordination 

Net  operating  revenues  in  1927  of  the 
People's  Motor  Coach  Company,  novif 
owned  by  the  Indianapolis  Street  Rail- 
way Company,  Indianapolis,  Ind.,  were 
only  $17,144.  The  revenue  last  year 
would  indicate  a  3.4  per  cent  return  in- 
stead of  an  8  per  cent  return  on  the 
valuation  at  which  the  properties  were 
taken  over. 

Passenger  revenue  in  the  year  was 
$459,379,  while  $1,459  was  realized 
from  rentals  on  charter  buses  and  $2,594 
from  advertising,  making  a  gross  of 
$463,433.  Operating  expense,  exclusive 
of  depreciation  charges,  was  $348,801. 
The  depreciation  charges,  at  the  rate  of 
15  per  cent  a  year  on  motor  equipment, 
were  $97,487.  Had  the  depreciation 
charge  been  30  per  cent  a  year  as  de- 
manded by  the  Public  Service  Commis- 
sion, there  would  have  been  a  deficit  of 
about  $79,000. 

Over  its  five  routes  in  the  city,  the 
company  carried  4,274,340  passengers. 
Its  39  buses  traveled  2,375,566.6  miles 
in  the  year.  These  of  course,  were 
results  that  do  not  reflect  the  full  pro- 
gram for  the  operation  of  the  system  in 
co-ordination   with   the   street   railway. 

In  showing  assets  and  liabilities  bal- 
ancing at  $554,985,  the  report  placed  a 
value  of  $314,269  as  estimated  invest- 
ment at  the  beginning  of  the  year.  The 
figure,  however,  corresponds  to  the 
original  purchase  price  for  the  39  buses 
without  depreciation  for  one,  two  and 
three  years  on  the  equipment. 

Out  of  the  earnings  of  the  coach 
company,  the  Indianapolis  Street  Rail- 
way had  expressed  the  expectation  that, 
with  the  services  properly  co-ordinated, 
it  could  meet  interest  charges  and  amor- 
tize a  $500,000  loan  made  at  8  per  cent 
to  supply  funds  to  finance  the  purchase 
of  the  bus  company's  common  stock. 


Injunction  Against  Muncie  Buses 

Judge  Robert  C.  Baltzell  of  the 
southern  Indiana  district  of  the  federal 
court  has  issued  an  injunction  against 
the  operation  of  buses  in  Muncie,  Ind., 
by  Sumner  L.  Denny  and  others  who 
were  defendants  in  a  suit  brought  by 
the  Equitable  Trust  Company,  New 
York,  trustee  for  holders  of  bonds 
secured  by  mortgages  on  property  of 
the  Union  Traction  Company. 

The  suit  was  predicated  on  the 
assertion  of  the  plaintiff  that  the  defend- 
ants, in  the  operation  of  their  bus  lines 


June  2,  1928 


ELECTRIC  RAILWAY  JOURNAL 


919 


under  a  license  issued  by  the  city  oi 
Muncie,  had  failed  to  obtain  a  cer- 
tificate from  the  Public  Service  Com- 
mission, showing  that  their  lines  were 
of  pubHc  convenience  and  necessity.  A 
decree  in  support  of  the  injunction  was 
entered  with  the  clerk  of  the  court. 

Attorneys  for  the  defendants  asserted 
they  were  unable  to  say  whether  they 
would  take  an  appeal  to  the  Circuit 
Court  of  Appeals  in  Chicago  because 
a  motion  asking  for  a  stay  of  an  in- 
junction obtained  against  the  defendants 
in  circuit  court  by  Arthur  W.  Brady, 
receiver  for  the  traction  company,  is  to 
be  heard  soon  by  the  Indiana  Supreme 
Court. 


Approve  Abandonment  on 
Short  Run  in  New  Jersey 

Approval  of  the  application  of  the 
Coast  Cities  Railway  to  substitute  bus 
for  railway  service  between  Belmar  and 
Manasquan,  N.  J.,  has  been  announced 
by  the  New  Jersey  Board  of  Public 
Utility  Commissioners.  It  was  con- 
tended that  the  railway  lines  had  been 
operating  at  a  loss  for  the  past  two 
years.  Bus  service  is  now  supplied  by 
the  railway  between  Atlantic  High- 
lands and  Manasquan,  skirting  the 
coast  for  the  most  part  and  routed 
through  Asbury  Park,  Avon,  Belmar, 
Spring  Lake,  Sea  Girt  and  other  places. 
This  operation  by  bus  was  the  subject 
of  a  descriptive  article  contributed  to 
Electric  Railway  Journal  for  Dec. 
12,  1925,  page  1023,  by  H.  T.  Prit- 
chard,  vice-president  of  the  Utilities 
Power  &  Light  Corporation. 


Express  Service  Suggested  at 
Indianapolis 

Mayor  Slack  of  Indianapolis,  Ind., 
has  suggested  that  city  and  electric 
railway  officials  prepare  a  program  for 
rapid  transit  in  keeping  with  expected 
growth  of  the  city.  The  Mayor  believes 
elevated  lines  from  the  business  district 
to  Broad  Ripple,  thence  to  Fairview 
and  Riverside,  are  the  eventual  solution. 
James  P.  Tretton,  operating  superin- 
tendent of  the  Indianapolis  Street  Rail- 
way, believes  that  the  city  of  the  future 
will  use  subways.  The  railway  recog- 
nizes the  need  for  faster  rides  from  the 
extreme  north  and  east  sections  of  the 
city  to  the  business  district.  Express 
service,  like  that  in  Detroit  using  buses 
and  trolleys,  has  been  suggested  as  a 
means  of  immediate  relief. 


Special  Service  in 
British  Columbia 

The  British  Columbia  Rapid  Transit 
Company,  subsidiary  of  the  British  Co- 
lumbia Electric  Railway,  has  started  an 
additional  coach  service  between  Van- 
couver and  Abbotsford  on  Saturdays 
and  Sundays  only. 


hit  by  the  private  automobile.  There 
is  no  competing  bus  line,  but  it  is  under- 
stood that  the  New  York  State  Rail- 
ways may  substitute  a  bus  line. 


Would  Extend  Bus  Service 

Application    has    been    made   by    the 

St.  Louis  Public  Service  Company,  St. 

Louis,    Mo.,    to    the    Board    of    Public 

Service   to    install    a   new   bus   line   to 

lipplement  the  Tower  Grove  .Street  car 

line.    The  buses  will  run  from  the  end 

the  street  car  division  into  the  Lin- 

denwood  district  which  is  now  served 

_only  by  buses  of  the  People's  Motorbus 

Kompany  and  suburban  trains. 


50  Miles  of  Route  for 
Third  Avenue  Railway 

The  Surface  Transportation  Corpora- 
tion, with  other  companies  of  the  Third 
Avenue  Railway  System,  New  York,  has 
acquired  and  is  already  operating  nearly 
50  miles  of  bus  routes  in  Westchester 
County,  including  the  White  Plains- 
Yonkers  line,  the  Harrison-Rye  Beach 
line,  the  Mamaroneck  Avenue  line,  the 
White  Plains-Tuckahoe  line,  the  Silver 
Lake  line,  the  White  Plains-Hastings 
line,  and  the-  White  Plains-Grasslands 
line.  The  new  Bronx  lines  will  add  55 
route  miles,  making  a  total  of  more  than 
100  miles  of  bus  routes  which  will  have 
been  added  to  the  system. 

These  and  other  facts  were  brought 
out  in  a  radio  talk  made  recently  by 
Garrow  T.  Geer,  secretary  of  the  com- 
pany.    He  also  said: 

The  bus  companies  have  been  fortunate 
in  obtaining  unusually  desirable  and  well 
qualified  men  for  the  bus  operating  person- 
nel, and  the  inspiration  of  new  buses,  new 
uniforms,  a  clean  slate,  and  a  magnificent 
opportunity  for  transportation  service,  is  a 
challenge  to  the  new  employees  to  give  the 
public  their  very  best  efforts. 

It  is  a  great  satisfaction  to  the  Third 
Avenue  management  that  to  us  has  been 
awarded  the  opportunity  of  affording  thii 
new  service  to  the  people  of  the  Bronx, 
who  for  so  many  years  ha\;f  been  the  pa- 
trons of  our  railway  lines.  We  feel  that 
they  will  appreciate  the  advantages  of  a  co- 
ordinated bus  and  trolley  service  under  one 
management,  the  financial  and  operating 
reliability  of  which  has  long  been  estab- 
lished. 

♦ 

Line  in  Washington  Authorized 

The  Capital  Traction  Company, 
Washington,  D.  C,  has  been  authorized 
to  operate  a  parlor  car  coach  line  be- 
tween 34th  and  Ordway  Streets  and 
10th  and  D  Streets,  northwest.  Such 
service  can  be  operated  until  otherwise 
ordered  by  the  commission. 
« 

Substitution  Being  Considered  for 
Lake  Ontario  Route 

Stockholders  of  the  New  York  State 
Railways  will  meet  in  Rochester,  N.  Y., 
on  June  14  to  consider  the  proposed 
early  abandonment  of  the  Rochester  & 
Sodus  Bay  Railroad.  James  F.  Hamil- 
ton, president  has  stated  that  revenues 
of  the  40-mile  line  along  Lake  Ontario 
and  through  the  lake  fruit  belt  have 
decreased  steadily.  He  reported  a  loss 
of  nearly  $50,000  for  the  year  1927  after 
operating  expenses  and  taxes.  Depre- 
ciation was  not  included  in  this  compu- 
tation. 

The  single-track  interurban  is  a  sub- 
sidiary of  the  New  York  State  Rail- 
ways and  its  revenues  have  been  hard 


New  Iowa  Interurban  Service 

Buses  between  Davenport  and  Clin- 
ton, Iowa,  operating  on  a  stagger 
schedule  with  the  present  interurban 
cars  between  the  two  cities,  operated 
by  the  Clinton,  Davenport  &  Muscatine 
Railway,  will  be  in  service  early  in 
July,  according  to  R.  J.  Smith,  general 
manager  of  the  Tri-City  Railway,  an  ■ 
associate  company.  Formal  application 
for  the  permit  was  made  recently.  This 
is  the  first  interurban  coach  service  to 
be  undertaken  by  the  railway. 


Taxi  Purchase  Contemplated  by 
New  Jersey  Company 

Negotiations  are  under  way,  accord- 
ing to  the  Newark  News,  for  the  pur- 
chase by  Public  Service  Co-ordinated 
Transport  of  the  Yellow  Cab  Company, 
Camden,  N.  J.,  which  operates  47  taxi- 
cabs.  The  price  reported  is  between 
$400,000  and  $500,000.  The  Public 
Service  has  not  heretofore  embarked 
upon  the  taxicab  business.  The  com- 
pany at  Camden,  in  addition  to  the  cabs, 
has  a  large  garage  and  a  two-story 
office  building. 

Supplementary  Service  on 
One  Denver  Line 

A  bus  will  be  used  along  the  route 
of  the  Denver  and  Crown  Hill  line  of 
the  Denver  Tramway  from  the  city 
limits  of  Denver,  Col.,  to  the  Crown 
Hill  Cemetery,  about  1  mile,  to  supple- 
ment the  car  service.  Nothing  has  been 
said  about  discontinuing  the  car  line, 
but  it  is  understood  that  if  the  bus 
proves  satisfactory  the  company  has 
the  right  to  substitute  buses.  Recently 
the  company  has  refused  transfers  be- 
tween the  city  line  and  the  Crown  Hill 

line. 

♦ 

New  Line  Out  of  Washington 

The  Washington  Railway  &  Electric 
Company,  Washington,  D.  C,  may  es- 
tablish a  bus  line  from  a  mid-city  termi- 
nal to  Rockville,  Md.,  to  compete  with 
the  existing  bus  line  operated  by  the 
Montgomery  Motor  Bus  Company,  Inc. 
It  was  said  the  Montgomery  Bus  Com- 
pany had  been  making  serious  inroads 
on  the  patronage  of  the  Rockville  line 
of  the  railway  and  the  railway  company 
considers  it  imperative  to  take  such 
steps,  since  negotiations  entered  into  by 
it  to  take  over  the  Montgomery  com- 
pany have  apparently  failed. 


Would  Extend  Line  in 
Los  Angeles 

The  Los  Angeles  Railway  Corpora- 
tion has  applied  to  the  California  Rail- 
road Commission  for  a  certificate  to  ex- 
tend its  Florence  Avenue  coach  line  in 
the  County  of  Los  Angeles. 


920 


ELECTRIC  RAILWAY  JOURNAL 


Vol.7\,No.22 


I 


I      Financial  and  Corporate 


Senator  Capper  Heads  Merger 
Sub-committee  at  Washington 

The  Senatorial  sub-committee  that  is 
to  investigate  the  merger  plan,  under 
which  it  is  proposed  to  bring  together 
the  Capitol  Traction  Company,  the  rail- 
way lines  of  the  Washington  Railway 
&  Electric  Company  and  the  Washing- 
ton Rapid  Transit  Company,  has  been 
appointed  by  Senator  Capper,  Republi- 
can, of  Kansas,  chairman  of  the  Senate 
District  committee.  Mr.  Capper  him- 
self will  head  the  sub-committee.  The 
other  members  will  be  Senators  Blaine, 
Republican,  of  Wisconsin  ;  Vandenberg, 
Republican,  of  Michigan ;  King,  Demo- 
crat, of  Utah,  and  Glass,  Democrat,  of 
Virginia.  It  is  probable  that  the  com- 
mittee will  assign  utilities  experts  to 
investigate  the  merger  plan  and  then 
come  back  in  the  fall  to  hold  hearings. 

Authorization  for  the  investigation 
was  contained  in  a  resolution  adopted 
by  the  Senate.  The  resolution  appro- 
priated $10,000  for  expenses. 

Four  members*  of  the  sub-committee, 
Capper,  Blaine,  Vandenberg  and  Glass, 
voted  against  a  projwsal  to  make  a 
favorable  report  to  the  Senate  on  the 
joint  resolution  authorizing  the  merger. 
The  fifth  member  of  the  sub-committee 
Mr.  King,  voted  in  favor  of  the  motion. 

The  question  of  valuation  will  be  the 
most  important  one  in  the  sub-commit- 
tee's investigation.  The  merger  plan 
allows  a  fixed  valuation  of  $50,000,000, 
against  a  valuation  of  $62,000,000 
claimed  by  the  two  railways  for  their 
properties  under  the  basis  allowed  by 
the  Public  Service  Commission  in  pre- 
vious cases. 


used  to  replace  all  of  the  old  single-truck 
cars  retired  from  service,  with  the  ex- 
ception of  26  retained  for  emergency 
use.  The  present  equipment  includes 
407  regular  passenger  cars,  of  which 
154  are  equipped  for  one-man  operation. 


Stock  Offerings  in  Montreal 

An  offering  of  stock  will  be  made  to 
shareholders  of  the  Montreal  Tram- 
ways, Montreal,  Canada,  at  $150  a 
share  on  the  basis  of  one  new  share  for 
each  five  shares  held.  The  present 
offering  means  that  10,000  new  shares 
will  be  offered  to  shareholders,  and  at 
$150  a  share  will  give  the  company 
$1,500,000  of  new  money  tg  be  used  for 
general  expansion  purposes. 

This  change  in  the  Montreal  Tram 
capital  structure  will  strengthen  the 
position  of  United  Securities  which, 
through  Consolidated  Securities,  Ltd., 
owns  more  than  50  per  cent  of  the  com- 
mon stock  of  the  tramways. 

At  current  levels,  rights  will  be 
worth  about  $10  each. 


Tax  Relief  Sought  for  Municipal 
Railway  Employees 

Employees  of  the  Detroit  Water 
Board  and  Department  of  Street  Rail- 
ways in  the  future  will  not  have  to  pay 
income  taxes  under  an  amendment 
adopted  by  the  Senate.  Senator  Arthur 
H.  Vanderberg  sought  to  make  the  ex- 
emption retroactive  for  the  years  1925, 
1926  and  1927,  but  this  proposal  was  de- 
feated. If  the  amendment  is  accepted 
by  the  house  and  the  conference  com- 
mittee on  the  revenue  bill,  it  will  end  a 
controversy  extending  over  several 
years  between  the  Detroit  municipal 
government  and  the  bureau  of  internal 
revenue. 

Employees  of  these  two  municipal 
projects  were  assessed  taxes  as  early 
as  1923,  but  these  levies  were  abated  by 
the  revenue  act  of  1924.  Taxes  since 
that  date  have  been  in  abeyance  and  a 
ruling  of  the  treasury  department  in 
February  of  this  year  ordered  these  em- 
ployees to  pay  up  three  years  back  taxes. 


First  Report  on  Consolidated 
Georgia  Properties 

The  first  annual  report  of  the  consoli- 
dated Georgia  Power  Company,  At- 
lanta. Ga.,  has  been  presented  for  the 
purpose  of  showing  the  progress  made 
in  simplifying  the  corporate  and 
strengthening  the  financial  structure  of 
the  company  since  its  organization  on 
Feb.  25,  1927.  It  summarizes  the  efforts 
made  and  results  attained  in  co-ordinat- 
ing, standardizing,  and  unifying  the  fa- 
cilities of  the  several  constituent  com- 
panies. No  detailed  comparison  is  made 
in  this  report  with  the  consolidated 
operations  of  the  properties  for  the  pre- 
vious year,  although  the  report  and  the 
Year  Book  contain  charts  and  statistics 
showing  the  growth  and  development  of 
the  company. 

Gross  earnings  from  railway  opera- 
tions were  $5,367,510  and  passengers 
carried  numbered  99,340,678.  Of  this 
number  94,983,871  were  carried  on  the 
Atlanta  system. 

The  year  1927  witnessed  the  con- 
summation of  a  program  of  complete 
modernization  of  the  Atlanta  railway 
system.    Modern  double-truck  cars  were 


Properties  Separated  in 
West  Virginia 

Separation  of  the  railway  and  light- 
ing properties  in  Bluefield  and  Prince- 
ton, W.  Va.,  has  been  effected  following 
an  announcement  to  the  effect  that  the 
Tri  City  Traction  Company,  an  inter- 
urban,  would  operate  the  railway  and  the 
Princeton  Power  Company  would  han- 
dle the  electric  light  systems.  All  debts 
incurred  by  the  Princeton  Power  Com- 
pany prior  to  April  30  are  to  be  settled 
by  the  traction  company  and  matters 
pertaining  to  the  electric  light  system 
will  be  under  a  new  corporation,  which 
will  continue  to  be  known  as  the  Prince- 
ton Power  Company,  operated  as  a  sub- 
sidiary of  the  American  Gas  &  Electric 
Company. 

Officers  of  the  new  company  are  as 
follows :  S.  J.  Evans,  president  and 
general  manager;  H.  E.  Dejarnette. 
vice-president  and  chief  counsel ;  S.  J. 
Evans,  in  charge  of  railway  operations ; 
W.  D.  Shuff,  secretary  and  treasurer, 
and  E.  T.  Evans,  head  of  rolling  stock. 


Two  Chicago  Issues 

The  Chicago,  North  Shore  &  Mil- 
waukee Railroad  received  authority 
from  the  Illinois  Commerce  Commission 
on  May  22  to  issue  and  sell  $2,700,000 
par  value  of  its  6  per  cent  non-cumula- 
tive preferred  stock.  At  the  same  time, 
the  commission  entered  a  formal  order 
authorizing  the  Chicago  Rapid  Transit 
Company  to  issue  under  its  first  mort- 
gage an  additional  $3,122,000  of  first 
and  refunding  mortgage  gold  bonds, 
payable  in  1953  and  bearing  interest  at 
6  per  cent  to  be  sold  at  not  less  than  80. 


Changes  on  Akron  Directorate 

Wendell  L.  Wilkie  has  become  a 
director  in  the  Northern  Ohio  Power  & 
Light  Company,  Akron.  Ohio.  He  suc- 
ceeds the  late  E.  W.  Moore,  Cleveland, 
who  with  his  associates  founded  the 
Cleveland-Akron  interurban  line.  As  a 
member  of  the  law  firm  of  Mather,  Nes- 
bitt  &  Wilkie,  he  has  been  in  charge  of 
the  legal  work  of  the  Akron  property 
for  the  past  six  years. 

R.  P.  Stephens,  New  York,  also  has 
been  chosen  a  director.  He  takes  the 
place  of  John  C.  Weadock,  New  York, 
resigned. 


New  Directors  in  Oakland 

Four  new  directors  have  been  added 
to  the  board  of  the  Key  System  Transit 
Company,  Oakland,  Cal.,  to  fill  vacancies 
occasioned  by  resignations.  The  new 
directors  are  the  four  operating  vice- 
presidents  of  the  company :  J.  P.  Pot- 
ter, operations;  H.  P.  Bell,  engineering: 
C.  C.  Vargas,  finance;  and  Paul  Gold- 
smith, public  relations. 


Service  Discontinued  in  Boise 

The  Public  Utilities  Commission  dI 
Idaho  granted  permission  on  the  appli- 
cation of  the  Boise  Valley  Traction 
Company,  Boise,  and  the  Colonial  Trust 
Company  of  Pennsylvania  to  abandon 
its  entire  service  on  and  after  May  17. 
1928.  On  that  date  the  properties  m 
the  railway  were  sold  by  special  master 
to  John  L.  Porter,  Pittsburgh,  who  rep- 
resented the  bondholders  of  the  com- 
pany. This  sale  was  in  pursuance  of  i 
decree  of  foreclosure  entered  by  tli 
Federal  Court  for  the  District  of  Id.ili 
on  April  12,  1928,  this  proceeding  bein. 
brought  to  foreclose  a  deed  of  trust  to 
the  Colonial  Trust  Company  and  i 
mortgage  of  the  Idaho  Power  Companv . 
also  the  owner  of  the  stock  of  the  rail- 
way, against  the  Boise  Valley  Traction 
Company's  property. 


Ju)ic  2,  1928 


ELECTRIC  RAILWAY  JOURNAL 


921 


Slight  Decrease  in  Louisville 
Balance 

Interesting  review  of  situation  in  Southern 
city.     More  extensive  co-ordination 
ahead.     Many  notable  achieve- 
ments in  realm  of  operation 

DURING  the  year  1927  there  was  a 
marked  increase  in  the  density  of 
traffic  on  the  Louisville  Railway,  Louis- 
ville, Ky.,  during  the  so-called  rush 
hours.  This  was  met  in  part  by  the 
operation  of  118,770  additional  car  miles 
during  the  year,  but  the  relative  in- 
crease in  traffic  during  the  rush  hours 
was  very  great.  The  number  of  pas- 
sengers carried  during  the  other  hours 
of  the  day,  on  the  contrary,  fell  ofT  con- 
siderably, so  that  the  problem  of  furnish- 
ing sufficient  equipment  in  rush  hour 
service  became  extremely  acute.  The 
maintenance  department  functioned  so 
well  during  the  year  that  the  number  of 
cars  taken  from  service  on  account  of 
car  failure  was  decreased  7.2  per  cent 
compared  with  1926,  and  16.4  per  cent 
compared  with  1925. 

In  an  effort  to  reduce  service  inter- 


COMPARATIVE    INCOME    STATEMENT    OF 
THE    LOUISVILLE    RAILWAY 

1927  1926 

Operating  Revenues: 
Revenue  from  transportation..  $4,608,732  $4,665,693 
Other  operating  revenues 203,462         197,612 

Total  operating  revenues...  .    $4,812,195  $4,863,305 
Operating  expenses 3,260,563     3,275,786 

Net  revenue  from  operations  $1,551,631  $1,587,518 
Taies 461,000       461,000 

Railway  operating  income...   $1,090,631  $1,126,518 
Bus  operating  income *85,977       *31,566 

Total  net  operating  income  $1,004,654  $1,094,952 

Non-operating  income: 

Louisville  and  interurban  rail- 
road. 
Net  income 73,910  82,903 

Other  non-operating  income...  9,607  10,228 

Total  non-operating  income        $83,517        $93,131 

Gross  income $1,088,172  $1,188,083 

Deductions  from  gross  income: 
Interest  on  bonds  and  notes.  .  .         651,750        651,750 
Miscellaneous  debits 4,928  2,025 

Total  deductions 656,678        653,775 

Balance  available  for  dividends 

onstock $431,493      $534,308 


♦Deficit. 

ruptions  to  a  minimum  considerable 
study  was  devoted  to  the  traffic  situa- 
tion. Early  in  the  year  the  supervisory 
force  was  revised  in  an  effort  to  insure 
more  regular  schedules.  Three  ad- 
ditional line  inspectors  and  two  super- 
visory   inspectors    were    added    to    the 


RECORD  OF  AUTOMOBILE  LICENSES  ISSUED  IN  JEFFERSON 

1923  1924  1925 

Trucks 6,250  7,400  8,063 

Passenger  automobiles 29,891  40.916  46,379 

Motorcycles 235  247 

Dealers 88  97 

Free 

Total 36,141  48,639  54,806 


COUNTY 

1926 

1927 

8,610 

8,449 

50,034 

51,500 

249 

302 

105 

90 

323 

416 

59,323 


60,757 


transportation  department  staff,  the  lat- 
ter two  being  provided  with  an  auto- 
mobile to  enable  them  quickly  to  reach 
any  part  of  the  system  and  render  as- 
sistance during  interruptions  to  traffic. 
This  materially  reduced  the  length  of 
interruptions  to  service. 

Despite  the  increase  in  car  miles 
operated  during  the  year,  despite  the  de- 
creased failure  of  cars  in  service,  and, 
despite  the  fact  that  there  was  no  change 
in  fare  during  the  year,  1,250,249  fewer 
passengers  were  carried  in  1927  than  in 
1926;  and,  1,729,954  fewer  passengers 
tuaii  in  tne  year  1925.  Increased  bu. 
dens  were  placed  on  the  operation  by 
reason  of  the  increased  number  of  auto- 
mobiles and  trucks  operated,  and  a  con- 
siderable program  of  sewer  construc- 
tion, all  of  which  tended  to  increase  the 
difficulty  of  operating  cars  on  regular 
schedule.  Industrial  depression  was  re- 
flected in  the  company's  earnings,  which 
show  a  decrease  of  $51,109  compared 
with  1926. 

There  were  1,400  more  automotive 
vehicles  on  the  streets  of  Louisville  dur- 
ing 1927  than  in  1926 ;  and,  some  five 
thousand  more  than  in  1925.  The  num- 
ber of  automobile  licenses  issued  in 
Jefferson  County  during  the  past  five 
vears  is  compared  in  the  accompanying 
compilation. 

Early  in  1926  the  Mayor  appointed  a 
traffic  committee  to  review  the  entire 
traffic  situation  in  Louisville.  On  Aug. 
18,  1927,  the  committee  presented  its 
report,  containing  a  suggested  form  of 
ordinance  "Regulating  the  moving 
travel  and  traffic  upon  the  public  ways 
of  the  city  of  Louisville,  Kentucky,  and 
providing  punishment  for  the  violation 
thereof."  This  ordinance,  after  intensive 
study  by  the  traffic  committee,  the  pub- 
lic utilities  bureau,  and  various  civic 
organizations,  was  revised  in  part  and 
submitted  to  the  General  Council  on 
Jan.  24,  1928,  for  action  by  that  body. 

During  the  year,  the  following  num- 
ber of  cars  passed  through  the  various 
shops : 


Truck  shop — minor  repairs 1,402 

Truck  shop — general  overhauling 315 

Carpenter  shop 87 1 

Paint  shop 206 


COMPARISON  OF  REVENUE,  TRANSFER,  SCHOOL  AND  FREE  PASSENGERS  CARRIED  BY 

THE  LOUISVILLE  RAILWAY 

1923  1924                 1925                 1926                  1927 

January 7,861,986  8,435,464  8,297,839  8,633,543  8,228,073 

February 7,371,936  7.957,906  7,562,261  7,590,218  7,526,871 

March 8,496,345  8,515,182        8,354,832  8,274,959  8,344,023 

April 8,341,493  8,422,780  8,214,226  8,145,383  8,157,692 

May                                            8,920,188  8,844,856  8,469,877  8,603,531  8,459,179 

June.     .    .';    8,211,428  8,097,217  7,837,978  7,905,530  7,830,355 

July     7,943,088  7,712,320  7,648,982  7,697,183  7,493,705 

August    7,827,996  7,549,678  7,744,573  7,471,624  7,482,858 

September 8,125,974  7,850,813  7,995,353  8,004,341  7,781,967 

October 8,257,865  8,334,069  8,395,428  8,235,552  8,206,499 

November 8,069,261  7,720,786  8,048,480  7,894,275  7,696,159 

December 8,250,837  8,298,196  8,564,736  8,196,721  8,197,230 

Total 97,670,397  97,739,267       97,134,565  96,654,860  95,404,611 


The  maintenance  of  car  bodies  of  the 
older  type  of  cars  continues  heavy.  The 
repairs  to  car  bodies  during  the  year, 
due  to  accidents  and  due  to  maintenance 
has  been  as  follows : 


Due  to  accidents. 

Due  to  car  body  repairs  (main- 
tenance)  


No.  of  Cars 
239 


Cost 
$8,912.07 


836        $30,932. 32 


Increased  attention  was  given  during 
the  year  to  the  cleanliness  and  the 
attractiveness  of  car  interiors  by  paint- 
ing ceilings  a  lighter  shade,  renewing 
curtains,  painting  seats,  etc.  Experi- 
ments are  being  conducted  in  flood  light- 
ing the  front  car  dash,  designitig  a  suit- 
able illuminated  destination  sign,  and 
providing  more  comfortable  working 
conditions  for  car  operators,  all  of  which 
will  tend  to  increase  safety  of  operation 
and  render  the  car  more  attractive  to 
the  rider. 

The  comparative  cost  of  power  sta- 
tion operation  and  maintenance  for  the 
past  five  years  is  as  follows : 

1923      1924     1925     1926     1927 
$535,380  $514,843   $454,949   $414,818  $426,384 

During  the  past  year  45  pieces  of 
special  track  work  were  renewed  in 
whole  or  in  part,  at  a  cost  of  some 
$84,000,  8,015  ft.  of  track  were  re- 
constructed with  new  rail,  2,767  ft.  with 
relay  rail  and  1,078  ft.  with  the  same 
rail.  Of  new  track  construction,  2,642 
ft.  on  Frankfort  Avenue  from  Eastover 
to  Cannon  Lane  was  constructed  with 
new  rail,  and  on  25th  Street  and  St. 
Cecelia  1,898  ft.  was  constructed  with 
relay  rail,  a  total  of  17,399  ft.  During 
the  year  a  total  of  19,275  wood  cross- 
ties  were  used. 

There  were  only  two  fatalities  on  the 
city  lines  in  1927  compared  with  ten 
fatalities  in  1926.  The  accident  elim- 
ination contest  was  continued  on  the 
property  with  increasing  success,  as  is 
evidenced  from  the  following  table : 


1923 

1924 

1925 

1926 

1927 

Accidents 

ilea     operated 
per  accident. . 

3,404 

1,825 

1,534 

1,157 

904 

3,380 

6,390 

7,432 

10,386 

13.399 

Comparing  the  year  1923  with  1927, 
with  an  increase  of  65.8  per  cent  in  the 
number  of  automotive  vehicle  licenses 
issued,  there  was  a  decrease  of  73.5  per 
cent  in  the  number  of  preventable  acci- 
dents, and  an  increase  of  400  per  cent  in 
the  car  miles  operated  per  accident. 
There  is  to  be  taken  into  account  also 
the  fact  that  not  only  are  the  streets 
considerably  more  congested  with  auto- 
motive vehicles,  but  the  population  of 
Louisville  increased  from  287,000  in 
1923  to  327,000  on  Dec.  31,  1927. 

The  bus  competition  operated  under 
the  name  of  the  Peoples  Transit  Com- 
pany, which  was  stopped  by  injunction 


■ 


922 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.22 


granted  under  date  of  Jan.  28,  1927,  was 
referred  to  in  report  for  the  year  1926 
as  pending  decision  in  the  Court  of  Ap- 
peals. Under  date  of  June  24,  1927,  the 
Court  of  Appeals  affirmed  the  decision 
of  the  lower  court,  sustaining  the  con- 
tention of  the  railway  that  the  Peoples 
Transit  Company  should  not  be  per- 
mitted to  operate  without  a  franchise. 

Following  this  decision  intensive 
study  was  devoted  to  a  co-ordinated 
electric  car  and  bus  system  of  transpor- 
tation for  the  city  and  suburbs.  Changes 
in  city  administration  delayed  consider- 
ation of  the  matter  by  the  city  officers. 
On  Jan.  10,  1928,  the  officers  of  the 
city  held  a  hearing  on  the  matter  of 
bus  operation  and  took  under  advise- 
ment the  request  of  the  Louisville  Rail- 
way to  create  and  sell  a  franchise  for 
the  operation  of  buses.  Attached  to  this 
request  was  a  proposed  ordinance, 
which  was  submitted  to  the  officers  of 
the  city.  Several  provisions  of  the 
ordinance  drafted  by  the  railway  met 
with  objection  on  the  part  of  the  city 
officers,  and  a  number  of  conferences 
were  held.  On  Feb.  7,  1928,  Mayor 
Harrison  presented  to  the  General 
Council  of  the  city  an  ordinance  creat- 
ing a  new  bus  franchise.  While  the 
ordinance  presented  by  Mayor  Harrison 
is  more  restrictive  than  the  railway's 
draft  would  have  been  to  the  company 
as  holder  of  the  franchise,  the  officers 
regard  it  as  a  workable  arrangement  and 
have  stated  that  if  the  franchise  is 
created  in  the  terms  suggested  by  Mayor 
Harrison  the  company  will  bid  on  it  and 
operate  under  it.  This  has  since  been 
done. 

To  add  to  the  railway's  equipment,  the 
directors  last  summer  authorized  the 
purchase  of  the  automotive  vehicles  of 
the  Peoples  Transit  Company,  through 
which  it  acquired  buses  necessary  in 
feeder  bus  lines.  The  company  stands 
now  in  a  position  to  commence  build- 
ing up  a  comprehensive  bus  and  rail 
car  transportation  for  the  city,  as  soon 
as  it  is  legally  permitted  by  the  city  to 
do  so.  All  the  company  needs  is  the 
legal  right  to  operate  buses  and  a  legal 
means  of  determining  and  rendering 
the  type  of  service  the  people  desire  and 
are  willing  to  pay  for. 

During  192/  the  current  dividends 
were  paid  on  preferred  stock  2i  per  cent 
on  April  1  and  2^  jjer  cent  on  Oct.  1. 
Dividends  of  $1  a  share  were  paid  on 
common  stock  on  April  1  and  on  July 
1;  and,  on  Dec.  13,  1927,  there  being 
Tiore  than  enough  balance  from  opera- 
tion in  1927  to  pay  an  additional  divi- 
dend on  common  stock  of  $1  per  share, 
that  dividend  was  declared  payable  on 
Jan.  3,  1928.  There  were  paid  out  of 
1926  earnings  $3  per  share  in  common 
stock  dividends,  and  a  like  amount  out 
of  1927  earnings. 

As  was  noted  in  Electric  Railway 
Journal  previously,  the  American 
Museum  of  Safety  announced  that  the 
Anthony  N.  Brady  Gold  Medal,  which 
had  not  been  given  since  1914,  was 
awarded  the  Louisville  Railway,  the 
prize  committee  indicating  in  its  report 
that  the  company  was  the  "safest  street 
railway  in  America." 


Barstow  Interests  Buy 
Binghamton  Bonds 

The  William  S.  Barstow  interests, 
which  own  the  Binghamton  Light,  Heat 
&  Power  Company,  Binghamton,  N.  Y., 
have  obtained  control  of  51  per  cent  of 
the  block  of  $1,782,000  general  consoli- 
dated 5  per  cent  bonds  of  the  Bingham- 
ton Railway.  In  consequence  the  Bar- 
stow Company  is  likely  to  become  the 
outstanding  creditor  and  claimant 
against  the  railway.  In  any  event  the 
purchase  eliminates  the  Associated  Gas 
&  Electric  Company,  New  York,  from 
further  consideration  in  the  plan  for 
control  of  the  railway. 

The  sale  of  the  property  under  fore- 
closure has  been  postponed  indefinitely 
pending  determination  by  a  special  mas- 
ter of  the  matter  of  priority  of  liens  of 
the  secured  creditors  of  the  railway. 


Would  Abandon  Portion  of  Line 

in  Cortland 

The  Cortland  County  Traction  Com- 
pany, at  the  request  of  the  city  of  Cort- 
land, applied  to  the  Public  Service 
Commission  May  18  for  permission  to 
abandon  a  part  of  its  line  in  Cortland. 
It  was  alleged  that  further  operation  of 
that  part  of  its  system  was  no  longer 
necessary  for  public  convenience. 


Studebaker  21-passenger  buses,  and  ten 
Mack  25-passenger  buses. 

The  report  refers  to  the  demonstra- 
tions of  the  value  in  customers'  good 
will  due  to  the  policy  of  distributing  the 
company's  securities  through  the  me- 
dium of  customer  ownership  campaigns. 
There  are  4,014  local  preferred  stock- 
holders  compared  with   only  a  few   in 

1924. 

» 

Would  Abandon  Line  in  Illinois 

Abandonment  by  the  Illinois  Trac- 
tion, Inc.,  of  2.7  miles  of  line  in  Cham- 
paign County,  111.,  is  proposed  in  an 
application  made  public  May  23  by  the 
Interstate  Commerce  Commission.  The 
line  extends  from  a  point  known  as 
State  Road  Elevator,  on  the  Ogden- 
Homer  branch  of  the  main  line,  to 
Homer,  111. 

The  applicant  states  that  it  is  now 
operating  the  line  at  a  loss  and  that  the 
Illinois  State  Highway  Department  de- 
sires to  use  the  roadbed  for  construction 
of  a  highway  between  State  Road  Ele- 
vator and  Homer. 


Brazil  Properties  Bought  by 
Electric  Bond  8C  Share 

The  Electric  Bond  &  Share  Company 
has  purchased  control  of  important  pub- 
lic utilities  of  the  state  of  Rio  Grande 
do  Sul,  Brazil,  including  Companhia 
Carris  Porto  Alegrenses  and  the  Com- 
panhia Energia  Electrica  Rio  Gran- 
dense,  respectively  operating  Porto 
Alegre  tramway  and  power  system. 
Control  of  the  two  companies  will  be 
assumed  by  Electric  Bond  &  Share 
Company  on  May  30.  The  price  paid 
for  the  two  companies  has  not  been  dis- 
closed.   The  railway  will  be  rebuilt. 


Increase  in  Revenue  Passengers 
in  Winnipeg 

Industrial  development  in  Manitoba, 
Canada,  has  been  reflected  in  the  1927 
increased  railway  earnings  of  the  Win- 
nipeg Electric  Company,  Winnipeg. 
During  that  year  the  railway  carried 
60,045,833  revenue  passengers  compared 
with  57,985,144  during  1926.  The  gross 
receipts  of  this  utility  increased  $124,- 
000.  These  better  conditions  were  re- 
ferred to  by  A.  W.  McLimont,  presi- 
dent, in  his  annual  statement  to  the 
directors. 

In  accordance  with  franchise  agree- 
ments and  to  meet  service  requirements, 
the  Winnipeg  Electric  Company  made 
certain  additions  and  improvements  to 
its  railway  property  in  1927.  An  ex- 
tensive track  rehabilitation  program 
materially  improved  the  company's  road- 
bed. The  company  also  added  to  its 
fleet  three  Reo  21-passenger  buses,  three 


Negotiations  Reported  for  Sale 
of  Harrisburg  Bridge 

The  Harrisburg  Railways,  Harris- 
burg, Pa.,  is  understood  to  have  under 
consideration  a  proposal  for  the  pur- 
chase by  Frank  A.  Slack  of  the  rail- 
way's 60  per  cent  interest  in  the  Peo- 
ple's Bridge  Company,  owner  of  the 
Walnut  Street  bridge  across  the  Sus- 
quehanna River.  Mr.  Slack  proposes 
to  erect  a  new  viaduct  at  a  cost  of 
$800,000.  The  railway  bought  stock  in 
the  bridge  company  more  than  twenty 
years  ago.  The  present  bridge  has  beeii 
in  use  since  1890.    It  cost  $200,000. 


Power  Plant  in  Oklahoma  Sold 

Halford  Erickson,  vice  -  president, 
H.  M.  Byllesby  &  Company,  announces 
the  purchase  by  the  Oklahoma  Gas  & 
Electric  Company  of  the  13,000-kw. 
Belle  Isle  generating  station  of  the 
Oklahoma  Railway  in  Oklahoma  City, 
Okla.  Consummation  of  this  transac- 
tion follows  the  recent  leasing  of  this 
station  by  the  Oklahoma  Gas  &  Elec- 
tric Company  together  with  transmis- 
sion lines  owned  by  the  Oklahoma  Rail- 
way, including  33,000-volt  transmission 
lines  from  the  Belle  Isle  plant  to  Nor- 
man, Guthrie  and  El  Reno,  and  all  sub- 
station equipment  not  used  exclusively 
for  railway  transportation. 


Removal  of  Non-Paying  Oakland 
Lines  Under  Way 

With  the  approval  of  the  California 
Railroad  Commission  removal  of  all 
rails,  poles  and  overhead  of  two  lines 
abandoned  as  non-paying  by  the  Key 
System  Transit  Company,  Oakland,  h:i 
been  started.  The  lines  in  question  arc 
the  San  Lorenzo,  near  San  Leandro 
outside  of  the  Oakland  city  limits,  and 
the  second  section  of  the  Ashby  Avenue 
route  in  Berkeley. 


June  2, 1928 


ELECTRIC  RAILWAY  JOURNAL 


923 


Le^al  l^otes 


^^^ 


California  —  Duty  of  Pedestrian'  in 
Crossing  Interurban  Rights-of-lVay 
Defined. 
The  tracks  of  an  interurban  railway 
were  on  a  right-of-way  but  closely  ad- 
joining them  was  a  sidewalk  commonly 
used  by  pedestrians,  and  the  district  was 
laid  out  in  streets  and  blocks  with  busi- 
ness buildings  and  residences  adjacent 
to  the  car  line  on  either  side.  The  court 
held  that  a  pedestrian  attempting  to 
cross  such  tracks  must  look  and  listen 
before  crossing,  the  same  rule  being  ap- 
plicable as  that  applying  to  steam  rail- 
ways, though  if  the  place  was  one  where 
the  public  commonly  crossed  the  tracks, 
in  going  to  a  street  on  the  opposite  side, 
evidence  to  this  effect  would  throw 
light  on  the  question  of  the  extent  of 
contributory  negligence.  [Phillips  vs. 
P.  E.  R.  Co.,  264  P.,  538.] 

Connecticut — Contract  for  Percentage 
Payment   by   Railway   for    Use    of 
Streets  Held  Valid.    Payment  not  a 
"Tax." 
The  grant  of  a  city  to  a  street  railway 
to  operate  cars  on  its  streets,  where  the 
company's  charter  required  the  consent 
of  the  city,  was  an  act  of  the  state  so 
far  as  the  necessary  power  was  com- 
mitted to  the  municipality  by  the  state, 
and  the  city  could  attach  to  the  grant 
any  conditions  it  choose,  provided  these 
conditions  did  not  conflict  with  the  law. 
The  condition  that  the  corporation  pay 
2  per  cent  of  its  gross  earnings  to  the 
city  for  such  permission  was  valid,  and 
the  city  was  not  required  to  show  that 
it  had  been  put  to  any  additional  ex- 
pense by  the  construction  and  operation 
of  the  cars.     Such  a  payment  did  not 
constitute  a  "tax"  within  the  meaning 
of  general  statute  1887,  section  3920,  as 
a  tax,  according  to  current  meaning,  is 
a  burden  or  charge  levied  upon  persons 
or  property  by  governmental  authority 
for    governmental   or   public    purposes. 
Where  a  railway  had  exercised  privi- 
leges   under    such   a  iranchise   for   28 
years,  making  the  payments  required,  it 
\yas  held  not  entitled  to  attack  the  condi- 
tion as  ultra  vires,  where  it  proposed  to 
continue  the  exercise  of  all  the  rights 
given  to  it  by  the  city.    Even  if  the  city 
had  no  power  to  impose  such  a  charge 
but  had  power  to  consent  or  refuse  to 
grant  a  franchise  to  a  public  utility,  the 
latter   is  bound  by  the  conditions  im- 
posed where  it  has  accepted  the  grant 
and  has  operated  under  it  and  proposes 
to  continue  to  do  so.    [City  of  Hartford 
vs.  Connecticut  Company,  140  A.,  734.] 

Federal  District  Court — Word  "rail- 
road" in  Bankruptcy  Act  Includes 
Street  Railway. 

A  railway  company  discontinued  serv- 
ice and  later  was  adjudicated  a  bankrupt. 
The  state  and  city  in  which  it  operated 
asked  that  the  judication  be  vacated  on 
the  ground  that  the  bankrupt  was   "a 


railroad  corporation"  and  therefore  ex- 
empted from  the  federal  bankruptcy  act. 
The  court  differentiated  the  case  from 
that  of  other  cases  where  electric  rail- 
ways were  held  not  to  be  "railroads," 
such  as  In  Re  Grafton  Gas  &  Electric 
Light  Co.  (253  F.,  668),  Omaha  Street 
Railway  vs.  Interstate  Commerce  Com- 
mission (33  S.  Ct,  890),  and  declared 
the  word  "railroad"  in  the  bankruptcy 
act  included  a  street  railway.  [In  re 
Columbia  R.,  G.  &  E.  Co.  24  F.  (2d), 
828.] 

Federal  District  Court — Boston  Ele- 
vated Railway  Liable  to  Federal  In- 
come Tax. 

Attorneys  for  the  Boston  Elevated 
Railway  claimed  that  because  the  com- 
pany, in  return  for  payments  and  guaran- 
tees by  the  commonwealth,  had  abdi- 
cated its  right  to  manage  its  property 
and  affairs  in  favor  of  public  trustees 
appointed  by  the  Governor,  it  was  not 
subject  to  the  federal  tax  on  corpora- 
tions. The  district  court  held,  however, 
that  as  the  business  was  still  conducted 
in  the  name  of  the  company  and  as  the 
enabling  act  expressly  provided  that  the 
trustees  "shall  be  deemed  to  be  acting 
as  agents  of  the  company  and  not  of  the 
commonwealth,"  and  because  of  other 
wording  in  the  act,  the  company  was 
liable  for  the  tax.  [Boston  E.  R.  Co. 
vs.  Malley  24  F.  (2d)  758.] 

Kansas  —  Prospective    Passenger,    Hit 
by  Projecting  Steps  of  Interurban 
Car,  Is  Guilty  of  Negligence. 
A  person  who  intends  to  get  on  an  in- 
terurban car  as  a  passenger  at  a  place 
provided  for  that  purpose,  who  goes  to 
that  place,  sees  a  car  approach  and  sig- 
nals it  to  stop  but  stands  so  close  to 
the  track  that  he  is  struck  by  the  pro- 
jecting step  of  the  car  as  it  passes  him, 
is  guilty  of  contributory  negligence  as 
a  matter  of  law.    [Kern  vs.  K.  C.  L.  & 
W.  Ry.,  264  P.,  1067.] 

Kentucky  —  Increased  Service  Not 
Necessarily  Great  Public  Convenience. 
An  applicant  for  a  bus  franchise 
agreed  to  operate  buses  every  hour  over 
routes  already  served  by  buses  which 
ran  only  every  other  hour,  carrying 
about  one-third  of  their  capacity  per 
trip.  The  Court  of  Appeals  upheld  the 
decision  of  the  Commissioner  of  Motor 
Transportation  denying  the  application 
on  the  ground  that  the  public's  needs 
and  convenience  did  not  require  a  more 
frequent  service.  [Barnes  vs.  Consoli- 
dated Coach  Corporation,  3  S.W.  (2d), 

Massachusetts  —  Pewow    Injured    In 

Crowded  Subway  Station. 

The   fact   that    a   subway   station    is 

crowded  with  people  hurrying  to  enter 

cars  and  that  similar  conditions  exist  at 


other  times  is  not  sufficient  to  establish 
the  negligence  of  the  railroad  so  as  to 
authorize  recovery  by  a  passenger 
injured  by  the  crowd  on  the  platform. 
[Martin  vs.  Boston  E.  R.  Co.,  160  N.E.. 
300.] 

New  Jersey — Authority  of  Commission 
in  Limiting  Franchise  Upheld. 
The  Public  Utility  Commission 
granted  a  certificate  to  a  bus  operator 
on  condition  he  would  not  carry  through 
passengers  between  the  two  terminal 
towns  on  its  route  and  that  he  would  not 
carry  local  passengers  within  these  two 
towns.  The  reasonableness  of  these  lim- 
itations was  upheld  by  the  Supreme 
Court.  [Hunter  vs.  Board  of  P.  U. 
Comm.  et  al,  141  A.,  90.] 

Virginia — Change  in    Transfer  Point, 
Authorized  by  Police  but  Contrary 
to  Ordinance,  Held  Invalid.     Com- 
pany Held   Responsible   for   False 
Arrest  and  Malicious  Prosecution 
of  Passenger  in  Transfer  Case. 
A  city  ordinance,  passed  in  1908,  re- 
quired the  issue  of  transfers  at  various 
specified    points.      Another    ordinance, 
passed  in  1899,  authorized  the  railway 
company  to  enforce  reasonable  regula- 
tions as  to  transfer  tickets  and  systems 
of  transfer  to  prevent  fraud.    At  a  con- 
ference held  in   1924  between   officials 
of   the   Police   Department   and  of   the 
railway  company  to  reduce  congestion 
at  one  of  the  specified  transfer  points, 
it  was  agreed  desirable  to  require  pas- 
sengers passing  the  point  on  certain  car 
lines  to  transfer  at  another  intersection. 
Notices  of  this  proposed  change  were 
posted  and  other  means  were  taken  to 
warn  passengers  of  the  change.     More 
than    two    months    later,    a    passenger 
transferred  at  the  old  corner,  but  de- 
clined to  pay  another  fare  or  get  off  the 
car  after  his  transfer  was  refused.     He 
made  no  other  disturbance,  but  the  con- 
ductor had  him  arrested,  and  he  spent 
30  minutes  in  the  Police  Station,  after 
which   he  was   released  on  bail.     The 
next   morning   the   company's   attorney 
prosecuted  him  in  the  police  court  for 
disorderly  conduct,  but  the  case  was  dis- 
missed.    It  was  alleged  that  the  arrest 
had  been  made  under  general  instruc- 
tions issued  by  the  company.    In  a  later 
action   for   false   arrest   and    malicious 
prosecution   brought   by   the   passenger 
against     the     company,     the     Virginia 
Special    Court    of    Appeals    held    that 
neither  the  agreement  between  the  com- 
pany and  the  Police  Department  nor  the 
right  of  the  company  to  establish  regu- 
lations on  the  use  of  transfers  gave  it 
authority    to    change    the    location    of 
transfer  points,  as  they  had  been  fixed 
by  the  city  ordinance.    Hence  there  was 
no  obligation  on  the  passenger  to  pay 
an  extra  fare  or  leave  the  car.     The 
court    also    held    that    the    instructions 
issued  by  the  company  to  its  employees 
made  it  responsible  for  the  prosecution 
and  warranted  the  trial  jury  in  assess- 
ing   punitive   damages.      A    verdict    of 
$2,000    against    the   company   was    up- 
held.    [V.  E.  &  P.  Co.  vs.  Wynne,  141 
S.E.,  829] 


924 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  N  0.22 


Personal  Items 


-fV^t 


I 


Walter  L.  Adams  Heads  New 
Massachusetts  Organization 

"From  horse  car  driver  to  street  rail- 
way rehabilitator"  would  be  a  fitting 
title  for  Walter  L.  Adams  of  Milford, 
Mass.,  recently  appointed  president  and 
general  manager  of  the  reorganized 
Milford,  Framingham.  Hopedale  &  Ux- 
bridge  Street  Railway  (formerly  Mil- 
ford &  Uxbridge  Street  Railway).  He 
is  typical  of  the  men  who  are  doing  so 
much  to  bring  New  England's  street 
railways  to  their  pre-war  financial 
standing. 

It  was  in  1888  that  Mr.  Adams  had 


Walter  L.  Adams 

his  first  experience  in  railroading  as  a 
horse-car  driver  on  the  old  Newbury  & 
Amesbury  Railway.  His  run,  now 
remembered  only  by  the  "old  timers," 
was  on  the  Merrimack  branch.  He  con- 
tinued as  a  driver  for  two  years  and 
later,  when  cars  came  into  existence 
there,  he  was  promoted  to  foreman  of 
the  carhouse.  Soon  after  when  the  lines 
were  electrified  his  personal  study  and 
knowledge  won  for  him  the  position  of 
electrical  engineer.  In  this  capacity 
he  received  the  fundamental  training 
which  stood  him  in  good  stead  later. 

Greater  opportunity  was  offered  him 
in  Connecticut.  In  1892  he  accepted  an 
oflfer  to  go  there  and  equip  the  Norwich 
Street  Railway  with  electricity.  It  was 
then  a  horse-car  road.  He  was  made 
superintendent  and  electrical  engineer. 
In  a  short  time  an  aggressive  campaign 
resulted  in  the  complete  change-over 
and  his  work  was  successful.  For  a 
brief  period  he  was  connected  with  the 
Westinghouse  Electric  Company  as  an 
engineer,  returning  later  to  the  Nor- 
wich Street  Railway.  This  time  he  was 
made  superintendent  of  the  Montville 
Street  Railway  where  he  stayed  until 
1903.  After  his  work  there  he  went  to 
Milford  and  became  superintendent  of 
the  Milford  &  Uxbridge  Street  Railway. 
Reactions  following  war  time  inflation 
resulted  in  the  company's  going  into  a 
receivership  on  Aug.  4,  1926.  Mr. 
Adams  was  appointed  receiver.     Early 


in  May,  this  year,  the  company  was 
sold  under  order  of  the  Supreme  Court 
to  the  Citron-Byer  Company  of  New 
Jersey.  Mr.  Adams  was  retained  by  the 
new  owners  as  president  and  general 
manager.  He  is  also  president  of  the 
Milford.  Framingham  &  Uxbridge 
Coach  Company. 

Mr.  Adams  was  born  in  Newbury, 
Mass.,  in  1858.  He  was  educated  in  the 
Newbury   public   schools. 


F.  W.  Samworth  Holds  Important 
West  Virginia  Post 

F.  W.  Samworth  is  now  serving  as 
district  general  manager  of  the  Ohio 
Valley  Electric  Company  and  its  affili- 
ated companies.  He  has  before  him  the 
gigantic  task  of  carrying  forward  the 
development  work  incident  to  the  com- 
prehensive program  initiated  since  the 
city  and  interurban  lines  in  West  Vir- 
ginia passed  from  control  of  the  Ap- 
palachian Electric  Power  to  the  Central 
Public  Service  Corporation.  More  re- 
cently the  Cannon  Ball  Transportation 
Company  and  the  Interstate  Motor 
Transit  Company  were  purchased  by  the 
Southern  Gas  Securities  Company,  a 
subsidiary  of  the  Central  Public  Service 
Corporation.  The  Central  Public  Serv- 
ice Corporation  now  controls  all  of  the 
urban  and  interurban  transportation  sys- 
tems in  and  between  Huntington, 
W.  Va.,  and  Port!?mouth,  Ohio.  The 
services  will  be  co-ordinated  with  other 
transportation  companies  owned  by  the 
Central  Public  Service  Corporation. 

Mr.  Samworth  started  his  electric 
railway  career  in  1910  as  a  motorman 
with  the  Wilmington  City  Railway, 
Wilmington,  Del.  Prior  to  his  position 
in  Huntington  and  the  assumption  of  his 
present  job,  he  worked  successively  as 


F.  W.  Samworth 


motorman,   receiver,  dispatcher,   super- 
intendent and  general  superintendent. 

Mr.  Samworth  was  born  on  Feb.  23, 
1892,  at  Wilmington.  His  education 
was  received  at  the  Mount  Herman 
School,  Mount  Herman,  Mass. 


H.  R.  Bowie  Advanced 
on  Penn-Ohio 

H.  R.  Bowie  has  been  appointed 
auditor  of  the  Pennsylvania-Ohio  Power 
&  .  Light  Company  and  Pennsylvania 
Power  Company,  and  auditor  and  secre- 
tary of  associated  companies  of  the 
Penn-Ohio  System,  Youngstown,  Ohio. 
In  this  work  he  succeeds  F.  E.  Wilkin, 
who  resigned  to  join  the  staff  of 
Stevens  &  Wood,  Inc. 

Mr.  Bowie  has  been  assistant  auditor 
of  the  Penn-Ohio  System  for  the  last 
nine  years.  During  the  war  he  served 
in  the  cost  accounting  section  of  the 
army  ordnance  department.  Stationed 
in  New  Haven,  Conn.,  he  had  charge 
of  the  government  accounting  of  one  of 
the  largest  army  contracts  at  the  plant 
of  the  Winchester  Repeating  Arms 
Company.    Prior  to  his  war  service  Mr. 


H.  R.  Bowie 

Bowie  was  an  accountant  for  vhe  Pacific 
Light  &  Power  Company  and  Southern 
California  Edison  Company.  He  is  a 
native  of  Uniontown,  Pa.,  and  was 
graduated  from  the  University  of 
Southern  California  in  accounting  and 
commercial  law. 


Obituary 


W.  H.  McLarin,  president  of  the 
Fairburn  &  Atlanta  Railway  &  Electric 
Company,  Fairburn,  Ga.,  since  1922, 
died  on  May  20.  Mr.  McLarin  was  75 
year  old. 

Frank  Stark,  associated  with  the 
late  E.  P.  Shaw  in  the  construction  of 
the  Salisbury  Beach  &  Plum  Island 
Street  Railway  lines  over  which  he 
served  as  superintendent  for  many  years, 
died  in  Newburyport,  Mass.,  on  May  15. 
He  retired  from  active  work  about  five 
years  ago,  just  previous  to  which  he 
had  been  starter  for  all  lines  centering 
in  Market  Square,  Newburyport,  into 
which  both  the  Eastern  Massachusetts 
Street  Railway  and  the  Massachusetts 
Northeastern  operate. 

Marc  Stanfield,  superintendent  of 
the  bus  division  of  the  Indiana  Service 
Corporation,  Fort  Wayne,  Ind.,  for  the 
last  two  years,  died  on  May  5. 


June  2, 1928 


ELECTRIC  RAILWAY  JOURNAL 


925 


Manufactures  and  the  Markets 


-pr^>- 


Manuf acturers  Talk  of  Price  Cutting 

A  group  of  selected  letters,  discussing  who's  to  blame  and 
commenting  on  possibilities  for  reform 


^ANY  manufacturers  have  testified 
to  the  price  cowardice  of  sellers 
e  chief  cause  of  demoraUzation  in 
larket  place,  as  a  result  of  the  re- 
y  published  articles  by  Earl  White- 
horne  on  price  cutting.  Also  many  con- 
structive ideas  have  been  advanced. 
Some  purchasing  agents  have  stoutly 
contested  the  innocence  of  the  buyer. 
Others  have  frankly  argued  for  a 
broader  recognition_o/  the  economics  of 
purchasing  and  more  ethical  practices. 
The  following  series  of  extracts  from 
letters  from  the  executives  of  manufac- 
turing companies  has  been  selected  from 
the  pile  to  present  a  cross-section  of  the 
sellers'  viewpoint,  as  it  has  been  reflected 
by  readers  of  these  articles. 

Destroying  Price  Levels  for 
Allied  Lines 

By  a  Manufacturer  of  Control  Apparatus 

Since  the  seller  has  the  privilege  of 
either  accepting  or  refusing  business,  weak- 
kneed  selling  is  principally  to  be  blamed 
for  the  present  price  cutting  situation.  .  .  . 

A  contributing  factor  to  the  bad  price 
situation  also  lies  in  the  lack  of  loyalty 
among  the  allied  industries.  While  the 
motor  manufacturer  may  maintain  the  price 
on  his  motors,  because  of  the  longer  dis- 
count which  he  is  receiving  from  the  con- 
trol manufacturer  he  has  quite  a  bit  of 
leeway  in  discount  to  play  with,  and  does 
not  hesitate  at  all  to  turn  a  good  portion  of 
this  discount  over  to  the  buyer.  Time  and 
again  we  control  manufacturers  are  up 
against  a  situation  where  the  customer  can 
buy  our  control  cheaper  through  a  motor 
manufacturer  than  from  us  direct.  This 
naturally  gives  the  control  buyer  a  con- 
siderable leverage  with  which  to  lower  the 
control  manufacturer's  price. 

One-Price  Policy  a  Cure 

By  a  Bearing  Manufacturer 

The  only  practical  solution  is  to  encour- 
age both  purchasing  agent  and  seller  to 
submit  closed  quotations  which  shall  not 
1)6  subject  to  further  change.  If  the  manu- 
facturer would  stick  by  his  first  price  the 
purchasing  agent  would  be  unable  to  gain 
anything  by  quasi-crooked  purchasing 
methods.  If  the  purchasing  agent  would 
at  the  outset  state  that  he  would  not  lend 
himself  to  such  practices  and  insist  upon 
the  best  price  once  and  for  all,  then  many 
of  the  complaints  would  be  avoided. 

Too   Much   Salesmen's   Gossip 

By  a  Pole  Line  Hardivare  Manufacturer 

We  do  not  believe  that  the  maniifacturers 
who  are  selling  a  competitive  line  are  close 
enough  that  they  can  sit  down  and  talk 
over  their  difficulties  without  the  conver- 
sation being  broadcast. 

The  manufacturers  pay  too  much  atten- 
tion to  salesmen's  gossip  about  his  com- 
petitor cutting  prices,  but  if  the  competi- 
tive manufacturers  were  so  lined  'jc  that 


they  could  discuss  costs  with  each  other, 
I  believe  a  lot  of  the  trouble  would  be 
eliminated. 

Most   Purchasing   Agents   Absolutely 
Square 

By  a  Lighting  Equipment  Manufacturer 

Our  experience  has  been  that  not  much 
of  the  temptation  for  price  cutting  is  due 
to  any  desire  of  the  purchasing  agents  of 
large  buyers  to  keep  us  from  a  legitimate 
profit.  The  purchasing  agent  is  more  con- 
cerned in  a  fair  price,  coupled  with  quality 
of  goods  and  prompt  deliveries. 

We  find  purchasing  agents  of  large  buy- 
ers are  absolutely  "square"  and  willing  to 
see  us  make  a  legitimate  profit.  There 
are  still  a  few  of  the  "old  school"  who  feel 
a  day's  work  well  done  only  when  they 
have  lied  to  a  bunch  of  salesmen,  thereby 
keeping  their  companies  from  earning  a 
legitimate  profit,  but  that  type  is  fast  dying 
out  or  being  placed  in  other  positions  where 
they  are  not  so  harmful  to  their  employers. 

Untrained  Salesmen  a  Weakness 

By  a  Manufacturer  of  Fans  and  Blowers 

The  tendency  today  in  our  own  industry 
is  to  have  untrained  men  and  place  them 
out  in  the  field.  The  result  is  their  lack 
of  real  engineering  ability,  their  lack  of 
ingenuity  in  meeting  the  unusual  situation 
causing  them  to  waver  in  their  determina- 
tion to  sell  at  the  right  price,  and  con- 
sequently they  'phone  the  factory  for  reduc- 
tion in  price,  making  their  case  as  strong 
as  possible  with  the  factory  that  the  com- 
petitors are  cutting  prices.  Invariably  the 
salesman  either  deliberately  misrepresents 
conditions  or  he  merely  took  the  word  of 
the  purchasing  department  or  the  buyer. 

Sliding  Scale   and   Reciprocity 

By  a  Controller  Manufacturer 

There  are  two  other  phases  of  merchan- 
dising electrical  apparatus  that  have  crept 
in  during  the  last  few  years  that  I  feel  are 
detrimental  to  the  business.  One  is  the 
practice  of  establishing  a  sliding  scale  of 
discounts,  started  by  one  of  the  large  elec- 
trical manufacturers,  and  copied  by  many 
others  in  self-defense.  This  system  gives 
large  purchasers  preferential  discounts  on 
account  of  the  potential  buying  power  of 
these  big  customers,  and  additional  quan- 
tity discounts  worked  out  on  a  sliding  scale, 
paid  in  the  form  of  rebates  at  the  end  of 
the  year.  Any  manufacturer  expects  to 
make  a  certain  over-all  profit  on  his  prod- 
ucts and  in  order  to  give  big  discounts,  his 
list  prices  must  be  based  accordingly.  The 
customer  of  small  purchasing  power  con- 
sequently pays  an  excessive  price  for  the 
apparatus  that  he  buys  and  the  additional 
profit  made  on  these  sales  helps  the  large 
and  powerful  purchaser  to  obtain  his  goods 
at  a  discount. 

The  other  condition  is  the  use  of  reci- 
procity to  coerce  purchasers  to  buy  electrical 
equipment.  The  ultimate  outcome,  if  the 
buyers  of  electrical  equipment  do  not  offer 
strenuous  resistance,  would  be  to  eliminate 


Exhibitograph  No.  10 

BIG  SHOW! 

A.E.R.A.  Exhibit  Committee 

Reports 

to  May  31 

186  Exhibitors 

103,613  Sq.ft.  of  Space  Sold 

BIGGER  AND  BETTER 
THAN  EVER 


the  small  electrical  manufacturer  who  does 
not  have  big  tonnages  of  steel  and  other 
commodities  to  place.  This  company  has 
suffered  to  a  considerable  extent  from  the 
reciprocity  pressure,  as  a  number  of  good 
sized  orders  which  were  about  to  be  placed 
with  us  have  been  diverted  to  the  large 
manufacturers  due  to  threats  on  their  part 
to  cease  buying  from  the  customer  uiUess 
the  orders  were  placed  with  them. 

Product  Prestige  Proof  Against  Price 

By  an  Insulator  Manufacturer 

The  purchasing  agent  is  simply  a  sales- 
man on  the  other  side  of  the  fence  or  a 
salesman  a  purchasing  agent  with  change 
of  residence  and  both  aping  the  Dutch  and  ' 
Indians  on  the  Manhattan  purchase — where 
both  thought  they  had,  and  wondered  if 
they  had,  put  over  a  good  deal. 

The  purchasing  agent,  in  a  seller's  mar- 
ket, doesn't  dare  ask,  "Is  this  your  best 
price?" — the  sales  agent  insults  easily.  So, 
in  a  buyer's  market,  the  purchasing  agent 
dares  and  does  ask  and  by  the  time  this 
reaches  the  sales  end  it  is  amplified  orally 
into  a  demand  and  visually  into  an  ogre 
across  the  desk. 

Constructively,  I  will  say  that  I  don't 
blame  either  side;  that  the  most  salutary 
movement  among  the  large  buyers  is  the 
selection  of  engineers  of  purchase  instead 
of  purchasing  machines  (clerks).  To  an 
engineering  mind,  one  need  not  get  blue 
in  the  face  trying  to  explain  that  the 
reason  "Your  price  is  high"  on  60,000  bolts 
(insulators?)  is  that  there  are  SO  diflPerent 
kinds  of  steel  and  as  many  methods  of  mak- 
ing bolts. 

Finally,  all  this  dilemma  may  be  avoided 
by  making  and  selling  a  product  so  good 
that  buying  and  using  it  is  a  pleasure  not 
to  be  contaminated  by  "an  extra  10  and 
two  S's." 


Tie  Requirements  Will  Decline 

As  the  day  of  large  railroad  expan- 
sion is  past  and  the  yearly  increase  in 
track  mileage  has  greatly  slowed  down, 
there  is  seen  a  prospect  of  a  diminish- 
ing demand  for  crossties  until  the  mini- 
mum annual  renewal,  as  fixed  by  the  life 
of  treated  ties,  is  reached.  When  this 
point  is  reached,  only  such  increase  in 
the  demand  may  be  expected  as  will  be 
due  to  the  construction  of  new  lines  or 
the  addition  of  tracks  to  existing 
facilities. 

Treated  ties  have  been  used  for  years 
in  increasing  numbers  until  in  1926  the 
treated  ties  were  69  per  cent  of  all  ties 
used.  In  1923  the  amount  of  treated 
ties  in  use  was  50  per  cent  and  if  the 


926 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.22 


rate  of  increase  of  the  past  three  years 
continues,  by  1932  practically  all  ties 
used  will  be  treated  ties. 

The  effect  of  the  treated  tie  on  the 
number  of  ties  required  for  renewals, 
according  to  Earl  Stimson,  chief  en- 
gineer of  maintenance  of  the  Baltimore 
&  Ohio  Railroad,  is  clearly  indicated  by 
the  number  of  ties  used  and  the  total 
miles  of  all  tracks  on  which  renewals 
were  made,  for  which  the  figures  for  the 
vears  1921  to  1926,  inclusive,  are  avail- 
able: In  1921,  there  were  used  86,521,- 
556  ties  in  379,254  miles  of  track,  or 
228  ties  per  mile.  In  1926,  there  were 
used  80,745,509  ties  in  394,945  miles  of 
track,  or  204  ties  per  mile. 

Thus,  notwithstanding  the  fact  that 
there  was  an  increase  of  15,691  miles  of 
track  during  this  period,  5,776,047  less 
ties  were  required  for  renewals  in  1926 
than  in  1921. 

In  1926  there  were  used  for  renewals 
80,745,509  ties,  or  204  per  mile  of  track, 
and  in  the  same  year  there  were  used 
for  the  construction  of  additional  tracks 
9,530,926  ties,  or  about  2,600  ties  per 
mile  of  track.  The  decrease  in  renewals 
since  1921  is  24  ties  per  mile  of  track, 
or  at  the  rate  of  4  ties  per  mile,  per 
year.  The  net  increase  in  track  mile- 
age for  the  same  period  is  2,615  miles 
f)er  year,  and  for  the  purpose  of  com- 
putation assume  a  gross  added  mileage 
per  year  of  3,000,  which  will  require  a 
total  of  7,800,000  ties  to  construct. 

Assuming  a  twenty-year  life  for 
treated  ties,  with  all  ties  in  track  treated, 
the  renewal  will  finally  resolve  itself 
into  130  ties  per  mile  per  year.  Pro- 
jecting by  the  straight  line  method,  the 
present  rate  of  decrease  of  renewals  of 
four  ties  per  mile  per  year,  it  will  re- 
quire 18^^  years  to  reduce  the  1926  re- 
newal of  204  ties  per  mile  a  year  to 
this  figure  of  130  ties  per  mile  a  year. 
This  will  be  in  the  year  1944.  When 
this  state  of  renewals  is  reached  the 
annual  renewal  requirements  will  be 
uniform  and  for  the  1926  mileage  of 
394,945  will  be  51,342,850  ties. 

With  this,  however,  must  be  con- 
sidered the  ties  used  in  constructing  new 
lines  and  extensions  during  this  period 
which  are  assumed  at  7,800,000  per  year 
and  which  gives  a  total  for  the  18i 
years  of  144,300,000  ties,  of  which  about 
40,000,000  ties  would  have  been  renewed 
at  the  end  of  the  18i  years. 

The  average  renewal  in  this  group  at 
the  end  of  the  18i  years  would  be  ap- 
proximately 4,000,000,  which  added  to 
the  51,342,850  ties  required  for  the  1926 
mileage,  gives  a  total  of  55,342,850  ties 
for  the  1944  renewal,  plus  the  7,800,000 
for  the  construction  of  new  lines  and 
extensions,  making  a  total  of  62,142,850 
ties  to  meet  the  demands  in  the  year 
1944,  as  compared  with  the  demands  of 
1926  of  90,276,435  ties,  which  is  a  re- 
duction of  31  per  cent. 

At  this  point  the  full  benefit  of  the 
treated  tie  has  been  secured  and  the 
average  low  level  of  crosstie  require- 
ments has  been  reached.  Beyond  this 
point  the  renewals  per  mile  should  re- 
main stationary,  but  the  total  number 
of  ties  required  for  both  renewals  and 
for  new  tracks  will  increase  as  the 
track  mileage  increases. 


METAL,  COAL  AND   MATERIAL  PRICES 
F.  O.  B.  REFINERY 

May  29 
MeUls— New  York  1928 

Copper,  electrolytic,  cents  per  lb |4.  525 

Copper  wire,  cents  per  lb a  5n 

Lead,  cents  per  lb a  ^7'; 

Zinc,  cents  per  lb etc 

Tin,  Straits,  cents  per  lb 50. 625 

Bituminous  Coal,  f.o.b.  Mines 

Smokeless  mine  run,  f.o.b.  vessel,  Hampton 

Roads,  gross  tons ^-  '  ^5 

'  Somerset  mine  run,  f.o.b.  mines,  net  tons .. .        1.875 
Pittsburgh  mine  run,  Pittsburgh,  net  tons . .        1.8 
Franklin,  lU.,  screenings,  Chicago,  net  tons       1 .  70 
Central,  lU.,  screenings,  Chicago,  net  tons. .        1.5 
Kansas  screenings,  Kansas  City,  net  tons. . .        2.  50 

Materials 

Rubber-covered  wire,  N.  Y.,  No.   14,  per 

1,000  ft ■  •  ,  5-  »5 

Weatherproof  wire  base,  N.  Y.,  cents  per  lb.  I '  •  '  j5 
Cement,  Chicago  net  prices,  without  bags . .       2.05 

Linseed  oil  (5-bbI.  lots)  N.  Y.,  cents  per  lb.  10.8 
White  lead  in  oil  ClOO-lb.  keg),  N.  Y.,cenU 

perlb 13" 

Turpentine  (bbl.  lots),  N.  Y.,  per  gal $0. 59 


Air-Magnetic  Brake  Test  Made 

Demonstrating  the  operation  and 
effectiveness  of  its  air-magnetic  brake, 
the  Cincinnati  Car  Company  gave  a 
series  of  tests  on  the  tracks  of  the  In- 
dianapolis &  Southeastern  Railway,  on 
May  25  under  the  supervision  of  the 
A.  C.  Nielsen  Company  of  Chicago. 

The  tests  were  made  with  the  Cin- 
cinnati experimental  car  on  a  measured 
stretch  of  track.  It  will  be  noted  from 
the  accompanying  table  that  the  air- 
magnetic  brake  stopped  the  car  in  ap- 
proximately two-thirds  of  the  time  and 
distance  required  by  the  air  brake  alone. 
It  is  also  interesting  to  note  that  the 
efficiency  of  the  air  brakes  alone  was 
decreased  considerably  on  the  greased 
track  while  the  magnetic  brake  alone 
stopped  the  car  in  nearly  the  same  dis- 
tance on  the  oiled  track  as  on  the  dry 
track,  thus  illustrating  the  magnetic 
function  of  the  brake. 


LIST   SHOWING    COMPARISON   OF   AIR-   1 
MAGNETIC  BRAKES  WITH  AIR  BRAKES 
ALONE  AND  MAGNETIC  BRAKES  ALONE 
Speed  of  car  at  brake  application  was  60  m.p.h. 

Distance  Line   to 

to  Stop,  Stop, 

Teat  Track        Feet  Seconds 

Air  brakes  only I       Dry        1,100  22 

2  Dry        1,162  23  2/5 

3  Oiled       1,958         38  l/S 
Sanded 

Macnetio  brakes  only     I        Dry        2,048         40  2/S 

2  Dry        2.036         39  2/5 

3  Oiled       2,116        42  2/5 


Air-macnetic  brakes       1        Dry 

2  Dry 

3  Oiled 


755    14  2/5 
722    14 
1,357    29  1/5 


ROLLING  STOCK 

Northern  Ohio  Power  &  Light 
Company,  Akron,  Ohio,  has  received 
one  gas-electric  drive,  urban  t)fpe  Twin 
Coach  from  the  Twin  Coach  Corpora- 
tion, Kent,  Ohio. 

Cumberland  &  Westernport 
Transit  Company,  Frostburg,  Md.,  has 
purchased  two  100-hp.  six-cylinder 
White  buses. 

Interboeough  Rapid  Transit  Com- 
pany, New  York,  has  ordered  G.E. 
equipments  for  the  conversion  of  30 
trailer  cars  to  motor  cars. 


Dallas  Railway  &  Terminal  Com- 
pany, Dallas,  Tex.,  will  purchase  about 
fifteen  Peter  Witt  street  cars  at  an  ap- 
proximate cost  of  $240,000  according  to 
plans  being  made  by  city  officials  and 
the  railway. 

Worcester  Consolidated  Street 
R.\ilway,  Worcester,  Mass.,  has  or- 
dered ten  33-passenger,  Yellow  coaches. 

Indianapolis  &  Southeastern  Rail- 
way, Indianapolis,  Ind.,  is  reported  to 
be  buying  ten  cars  from  the  Cincinnati 
Car  Company. 


TRACK  AND  LINE 

Berkshire  Street  Railway,  Pitts' 
field,    Mass.,    is   planning   to    install   a.\ 
600-ft.  diamond  switch  for  the  benefitj 
of  trolley  service  to  employees  of  tha^ 
General  Electric  Company.     The  worl^ 
is  to  be  done  at  the  same  time  the  cit 
does  paving  work  in  that  section,  bid 
for  which  are  now  out. 

Springfield  Street  RailwayS 
Springfield,  Mass.,  will  soon  begin  thej 
replacement  of  2,746  ft.  of  double  track 
on  State  Street  between  the  New  York 
New  Haven  and  Hartford  Railroad 
crossing  and  Benton  Street.  Progresji 
is  being  made  in  replacing  the  singl^ 
tracks  on  a  somewhat  longer  stretch  on 
Wilbraham  Road,  from  the  New  York" 
New  Haven  &  Hartford  crossing  to  thfl 
eastern  end  of  the  line. 

Northern  Ohio  Power  &  Light 
Company,  Akron,  Ohio,  is  laying  ney 
double  track  on  Cornell  Street  in 
Barberton. 


SHOPS  AND  BUILDINGS 

Appalachian  Electric  Power  Com- 
pany, Charleston,  W.  Va.,  plans  a  sub- 
station to  cost  about  $150,000. 

Union    Electric   Light    &    PowerJ 
Company,  St.  Louis,  Mo.,  is  plannir 
a    substation    to    cost    approximately 
$200,000. 

New  York  Central  Railroad,  Ne« 
York,  is  receiving  bids  for  a  2,000-kwl 
rotary  converter  and  a  2,100-kva.  trans-f 
former  for  substation  service. 

Ohio  Public  Service  Company, 
Cleveland,  Ohio,  will  build  an  addition 
to  its  Edgewater  power  plant  to  cost 
$450,000. 


TRADE  NOTES 

C.  O.  Bartlett  &  Snow  Company, 
Cleveland,  Ohio,  announces  the  appoint- 
ment of  J.  R.  Allison,  in  its  Pittsburgh 
office  at  406  Bessemer  Building.  Mr. 
Allison  has  a  wide  experience  in  both 
maintenance  and  construction  in  steel 
mills  and  railroads. 

Northern  Engineering  Works,  De- 
troit, Mich.,  recently  appointed  the  In- 1 
terstate  Supply  Company,  Philadelphia,  | 
Pa.,  as  direct  factory  representative  for  j 
the  Philadelphia  district;  W.  H.  Beyer  j 
assuming  charge  of  the  account. 


June  2, 1928 


ELECTRIC  RAILWAY  JOURNAL 


19 


Nation^s  Capital 

repeats  on 
"Peacock''  Staffless  Brakes 

Reg.  V.  S.  Pat.  Off. 


■SuioV^  ol   car   "  . . .  ■    . . . .  *  V  36O  \^ 


VfeiS^*;^eW.V9'  •■■■■■ 


■•.•.*o%^ 

poor  n'  gavln*   " ■  •    ....••     ...    » 'gear  * 

t^^r^%'  i-  ■  •.•■■•■•  •  •.•.■.*°ii^"  <=%s^ 

Finish  -i^erlnf.  „B    .,.•••  "^ .  •gtafl^ess 

^oor^  U  V^"^°"       ......  •.-.•.•.Peacocl^g^.o  t^« 

GlaBB    -4^66      •        . .  .  •  •        .  .  .  ■*'  CTOVlBe  »B0te 
Sand  °J,ap»  ■  .  •  ■  '  '       .  .  •  •  •       .  •  •  •  ■/'cherry 

S^-'S'I*"    •  •  •  ■.  ■  •  ■  •  •  Gray  "^T.  ■•■■■ :  B'^^ 
joornaijixwres.-  o«.a65-^c^gato  ""ranf 


Twelve  new  one-man,  dou- 
ble-end, double-truck  city 
cars  have  just  been  placed  in 
service  by  the  Washington 
Railway  &  Electric  Co., 
Washington,  D.  C. 

Built  by  the  J.  G.  Brill  Co., 
the  new  cars  have  a  seating 
capacity  of  49  passengers 
and  are  of  semi-steel  con- 
struction. 

Not  only  in  its  Capital,  but 
throughout    the    Nation, 


•.Gray  e^rr :::-i^^ 

wj^S^v  '^T^:'--'  ■■■■•■■■■■••■■  ■''""''"' 


^  .   .   .   •   •  .   .    •   •    • 

9aB^ **^*'.'': •■  •■  ■  •  ■  ■.•.•••■'■•■•  ■ : : '■^''''T.  ^°'^l^ 

9eatlp8 ...■■..■••.  .OV52..-Jon« 

TtoW'    v,ase-.- •  .  .  .  •  i^.nlty  V.9?i Mr 


Sas^,**^"'.  ••••■, 

^^^.•...•::^aU.-3^%?ed-SV 
1r»';Yi\torB    •    ■      .' .' "        __--:=: 


throughout  the  Nation, 
when  new  cars  are  ordered 
"Peacock"  Staffless  Brakes 
are  usually  found  in  the 
"repeat"  specifications. 

May  we  tell  you  why? 

National 
Brake  Company,  Inc. 

890  Ellicott  Square,  BuflFalo,  N.  Y. 

Canadian  Representative 
Lyman  Tube  Sc  Supply  Co.,  Ltd.,  Montreal,  Can. 


\ 


20 


ELECTRIC  RAILWAY  JOURNAL 


June  2, 192» 


Demount  your  Truck  Tires— 

In  Half  the  Time, 

With  Half  the  Effort,  and 

only  Half  the  Weight  to  Handle 


with    GOODYEAR   TYPE  ''K''  RIMS 


Goodyear  Type  "K"  Rims,  made  in  two 
parts,  an  endless  section  and  one  split 
section,  make  changing  pneumatic  tires 
on  trucks  and  buses  an  easy  task — no 
trouble  or  strain.  The  tire  is  demounta- 
ble at  the  rim  and  there  is  only  half  as 
much  weight  to  handle. 

Type  "K"  Rims  are  adaptable  to  all 
wheels,  single  or  dual.  They  save  tires 
by  reducing  brake  drum  heat  through 
ventilated  wheels.  Though  light  in 
weight,  these  rims  are  powerful.  When  re- 
placement is  necessary,  the  cost  is  small. 

Truck  owners  changing  from  solid  or 


cushion  tires  to  pneumatics  will  find 
them  efficient,  economical  and  practical. 
They  meet  every  possible  requirement 
in  truck  or  bus  rims. 

Truck  manufacturers  who  wish  to  meet 
popular  demand  by  equipping  their 
trucks  with  Type  "K"  Rims  will  receive 
active  cooperation  from  Goodyear  en- 
gineers. These  rims  will  be  the  standard 
for  pneumatic  tired  trucks  of  the  future. 

Truck,  bus  and  tire  dealers  should  write 
at  once  to  Goodyear,  Akron,  Ohio,  or 
Los  Angeles,  California,  for  full  informa- 
tion on  this  revolutionary  rim  equipment. 


Copyright  UI\iS,  by  The  Goodyetr  Tire  &  Kvibljer  Co.,  Ino. 


Type  K  Truck  &  Bus  Rim  Equipment 


June  2, 1928 


ELECTRIC   RAILWAY  JOURNAL 


21 


Modem  Cars 


for  increased  earnings 


With  all  the 

Modern  Features 

the  street  car  is  becoming 

the  preferred  method 

of  transportation 


ON  many  properties,  both 
city  and  interurban  lines, 
new  cars  of  the  modern  type 
are  attracting  more  patronage 
and  operating  at  less  expense 
than  the  older  cars  they  re- 
placed. New  cars  will  do  the 
same  on  your  property. 


CUMMINGS  CAR  AND  COACH  CO. 

W.  Monroe  St. 
Chicago,  111. 


22 


ELECTRIC  RAILWAY  JOURNAL 


June  2,  1928 


A  seat  that  invites 


even  the  most 
discriminating  J 


No.  392-A 

Walkover 
deep  spring  edge 
divided  cushions 
divided  concave 

spring  edge 
back 


THIS  H.  &  K.  Walkover  Seat  No.  392-A 
with  its  wealth  of  comfort  and  its  de  luxe 
appearance,  invites  the  most  discriminating 
among  passengers.  An  ideal  seat  for  city  lines ! 
The  50  new  cars  for  the  Worcester  (Mass.) 
Consolidated  Railway  are  excellent  examples 
of  modern  interiors  fitted  with  this  type  of 
Hale  &  Kilburn  Seats. 


Whatever  type  of  up-to-date  seats  you  require 
— whether  for  city  or  interurban  lines — 
whether  for  new  cars  and  buses  or  for  re- 
modelled cars  and  buses — if  you  want  the  best 
get  in  touch  with  Hale  &  Kilburn.  Hale  & 
Kilburn  seats  set  the  highest  standards  of 
modern  design,  comfort,  appearance  and 
durability.    Write  for  latest  Bulletins. 


HALE  8C  KILBURN  COMPANY 

General  Offices  and  Works:  1800  Lehigh  Avenue,  Philadelphia 

SAL£S  OFFICES: 

Hale  k  Bllbum  Co..  Ortyfctr  Bldt.,  New  York  T.  C.  Coleman  A  Son.  Starks  Bide,  Loulivllle 

Bale   A   Kllbum   Co.,    HcCormlck  Bldf.,    Chlcato  W.  L.   JelTerlea,   Jr.,   Mutual  Bld(.,   Richmond 

B.  A.   Thomirall,  Candler  BIdg.,  Atlanta  W.   D.    Jenklni,    Praetorian  Bldx.,   Pallai,   Teiai 

Frank  F.  Bodler,  t03  Monadoock  Bldg.,  San  Franclico  H.  M.  Euler.   146  N.  Slith  St.,  Portland,  Oregon 

C.    8.   Wright,    S6   Temperance  St.,   Toronto,   Unt. 


June  2, 1928 


ELECTRIC  RAILWAY  JOURNAL 


23 


^JBe  Tires  T)eluxe  for  ^JMotor  H^uses'^ 


More  than  four  hundred  bus  lines  throughout  the 
country  are  profiting  from  Firestone  experience  and 
leadership  in  the  bus  tire  field.  This  is  the  result  of 
better  engineering,  better  materials  and  absolute  uni- 
formity in  quality  and  workmanship.  Firestone's  special 
mileage-building  processes  and  methods,  such  as 
Gum-Dipping,  are  establishing  remarkable  records  in 
every  field  of  tire  service — but  especially  in  heavy  duty 
bus  service  where  stamina  counts  the  most. 

Every  day,  the  safety  and  trouble-free  performance 
of  Gum-Dipped  Tires  are  playing  a  vital  part  in  main- 


taining schedules,  improving  operating  efficiency, 
adding  to  profits  and  strengthening  the  public  Good 
Will. 

No  bus  line  in  America  can  afford  to  ignore  the 
work  that  Firestone  is  doing  toward  the  advancement  of 
Motorbus  Industry.  No  matter  what  tires  you  are  now 
using,  nor  where  you  are  located,  it  will  pay  you  to  in- 
vestigate Firestone  equipment  and  the  Firestone  Pro- 
posal of  Service,  which  Firestone  Dealers  are  making 
available  to  operators  at  terminal  points  and  inter- 
mediate stops  along  every  m^in  highway  in  the  country. 


MOST  MILES  PER  DOLLAR 


yire^fone 

^•<i)ipp«^  TIRES 

AMERICANS  SHOULD  PRODUCE  THEIR  OWN  RUBBER  .  .  .  O^^^'-^^^j^^^^"^^^^^*^"*''^^ 


24 


ELECTRIC  RAILWAY  JOURNAL 


June  2,  1928 


n\ 


Axxoi  -this  standiyoiitt 


GENERAL  dependability,  the  necessary  factor  demanded  today  in  line  poles,  is  rep- 
resented in  a  high  degree  in  "NATIONAL"  Tubular  Steel  Poles — the  principal  reason 
for  their  preference  by  leading  traction  companies  throughout  the  country. 

Made  by  the  largest  manufacturer  of  tubular  products  in  the  world,  by  skilled  workmen 
under  expert  supervision;  put  through  severe  tests  which  represent  the  hardest  kind  of  service 
conditions — "NATIONAL"  Poles  include  the  desired  advantages  of  durability — strength — 
low  upkeep — and  attractiveness — which  make  up  general  dependability  in  service. 

Note  in  the  illustration  below  the  clean-cut,  neat  appearance  which  "NATIONAL"  Poles 
give  to  this  electric  line.  Our  engineers  will  be  glad  to  cooperate  with  you  and  offer  sug- 
gestions concerning  installation  of  these  poles.  Bulletin  No.  14— "NATIONAL"  Tubular 
Steel  Poles — will  be  sent  upon  request. 


NATIONAL 


NATIONAL  TUBE  COMPANY,  PITTSBURCai,PA. 

niatvict  Sales  Of  Juices  in  The  l.ar£fer  Cities 


June  2, 192» 


ELECTRIC   RAILWAY  JOURNAL 


25 


Underground,  Overhead 
and  on  the  Surface 

Underground,  overhead  and  on  the  surface 
the  electric  railway  works  to  carry  out  its 
titanic  daily  task — the  movement  of  a  large 
portion  of  the  city's  population  m  the  narrow 
confines  of  the  rush  hour. 

In  such  circumstances  dependability  must  be 
the  first  requirement  of  electric  railway  equip- 
ment. Gary  Wrought  Steel  Wheels 

are  designed,  made  and  inspected  with  this 
requirement  in  mind.  Our  wheel  engineers 
are  at  your  service. 

3UttuiiB  %tni  Qlnmpang 

<8»:tvral  ©ffirra:  2DB  Bauti)  la  *aUf  »trert 
(Ctltraso,  JlUinma 


L 


26 


ELECTRIC  RAILWAY  JOURNAL 


June  2. 1928 


American  Steele"" Wire 

Company 

ft 

A  Bond  of  the  Past 


^  of  the  Present 
--and  of  the  Future 

Various  types  of  bonds  have  been,  developed 
to  simplify  installation  without  sacrificing 
performance,  but  none  have  met  with 
greater  favor  than  the  Pin  Terminal  Rail 
Bond. 


No  cumbersome  machinery  or  special  tools 
are  required  to  install  this  type  of  bond.  A 
few  blows  from  a  hammer  and  the  rail  is 
efficiently  bonded; — as  simple  as  driving  a 
nail.  The  only  requisite  for  a  lasting  contact 
is  a  clean  hole  of  proper  size. 

For  the  future:  —  high  electrical  conduc- 
tivity and  simplicity  of  application,  assure 
extension  of  the  use  of  Pin  Terminal  Rail 
Bonds. 


The  pin  and  taper 
punch 


Chicago 
New  York 
Boston 


SALES  OFFICES 

Worcester  Buffalo 

Philadelphia        Detroit 
Pittsburgh  Cincinnati 

•San  Francisco  *Los  Angeles  *Portland  *SeattIe 

''United  Stales  Steel  Products  Co 


Atlanta 

Birmingham 

Cleveland 


Baltimore  Kansas  City         Oklahoma   City 

Wilkes-Barre        Minneapolis-        Memphis 
St.  Louis  St.   Paul  Dallas 


Denver 

Salt  Lake  City 


June  2,  1928 


ELECTRIC  RAILWAY  JOURNAL 


Ten  Distinctive  Features 

of  National  Fare 
Registers  for 
Interurbans 


A  Public  Indication  to  provide  easy  means 
of  inspection  and  supervision. 

Printed  Ticket  to  reduce  expenses,  to  en- 
force accurate  records  of  fares  and  to  pre- 
vent over-riding. 

Printed  Trip  Sheet  to  furnish  complete,  un- 
changeable records  of  each  trip  showing 
each  transaction  handled. 

Motor,  to  connect  fare  register  with  electric 
current,  thereby  obtaining  fast,  convenient 
and  inexpensive  operation. 

Individual  Operators'  Keys  to  identify  each 
operator  with  the  fares  he  collects. 


Flexible  Amount  Keys  to  furnish  easy,  con- 
venient means  of  registering  fares  of  any 
amount  from  1  cent  to  $9.99. 

Kind  of  Fare  and  Zone  number  keys  to 
identify  the  kind  of  fare  collected  and  the 
points  of  loading  and  destination. 

Repeat  Key  to  speed  up  the  loading  of  the 
car  when  several  passengers  get  aboard  at 
one  fare  point  to  go  to  the  same  destination. 

Printed  Total  to  show  the  amount  of  cash 
that  must  be  accounted  for. 

Small  Size — to  fit  beside  the  operator 
within  easy  reach,  but  without  interfering 
with  entrance  or  exit  passage  way. 


National  Fare  Registers  are  the  result  of  long  tests  in  the 

transportation  field   and   are  backed   by 

nation-wide  service. 

National  Fare  Registers 

Product  of  The  National  Cash  Register  Company 

Dayton,  Ohio 


28 


ELECTRIC  RAILWAY  JOURNAL 


June  2, 1928 


Mutual  Service 


To  the  manufacturers  and  distributors  of 
America  and  the  street  railway  systems  that 
transport  the  millions  of  America's  potential 
buyers,  Collier  offers  a  mutual  service. 

This  service  has  brought  the  street  railway  riders 
in  thousands  of  cities  and  towns  throughout  the 
country  to  look  upon  car  cards  as  extremely  useful 
and  pleasing  features  of  up-to-date  street  car  serv- 
ice. It  has  given  national  and  local  advertisers  a 
medium  thru  which  they  can  get  their  messages  to 
selected  territories  easily,  economically  and  con- 
vincingly. 

Our  business  is  one  of  service — service  to  the  street 
railway  industry,  service  to  America's  national  and 
local  advertisers,  service  to  the  millions  of  people 
who  daily  ride  on  street  cars. 


..'^'^^i^. 


^4  c  o  a  p  Oiajik-rKD, 


CANDLER  BUILDING, 
NEW  YORK,  N.  Y. 


June  2,  1928 


ELECTRIC  RAILWAY  JOURNAL 


29 


To  better  handle 
the  Summer  peak 


Brake  Pins 

Brake  Hangers 

Brake  Levers 

Pedestal  Gibs 

Brake  Fulcrums 

Center  Bearings 

Forgings 

Side  Bearings 

Spring  Post 
Bushings 

Spring  Posts 

Transom 
Chafing 

Bolster  and 
Plates 

Manganese 
Brake  Heads 

Manganese 
Truck  Parts 

Case 

Hardened 
Bushings 

Bronze  Bearings 

McArthur 
Turnbuckles 


BOYERIZE! 


Boyerized  cars  stay  out  on  the  road.  Cars 
equipped  with  Boyerized  Car  Parts  are  equal 
to  and  meet  the  most  severe  service  strains. 
Boyerized  parts  wear  three  to  four  times 
longer  than  ordinary  hardened  steel  parts.  Yet 
their  cost  is  low ! 

Don't  take  our  word  for  it.  Ask  any  Boyerized 
Car  Parts  user  for  his  experience.  We'll  fur- 
nish you  with  a  list  of  them  on  request.  Or  pick 
from  the  list  such  Car  Parts  as  you  may  need 
immediately  and  let  us  ship  you  a  trial  order. 

BEMIS  CAR  TRUCK  COMPANY 

Electric  Railway  Supplies 
SPRINGFIELD,  MASS. 

REPRESENTATIVES : 

F.  F.  Bodler,  B03  Monadnock  BIdg:.,  San  Francisco,  Cal. 
W.   F.  MeKemiy   54   First   Street,   Portland,   Oregron 
J.  H.  Denton.  1338  Broadway,  Nek  York  City,  N.  Y. 
A,    W.    Arlin,    510    Delta   Bid?..    Loa    AngreleB,    Cal. 


30  ELECTRIC  RAILWAY  JOURNAL  June  2,  1928 

iiiiiitiiiiiiiiiimiiiiiiMiiii(tiiiiiiiiiimiiiiiiiiiiiMiiii)iiiHiiiiiiiiiiiiiimililiii)iiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHimiiiiiiiiiiu^  ±}iniiiiiiniiiiiiiiiiiitiiiitMniiiiiiiiiHiriniiiriiiiiiiiiiriiiriiiiiiitiiiiiiiiMiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiMniiiiiiiiiMiiiiiiiiiiitiiiiiiiiiiii(± 


JOHNSON 

FARE 

COLLECTING 

SYSTEMS 


Johnson  Electric  Fare  Boxes  and  overhead  register* 
make  possible  the  instantaneous  registering  and  count- 
ing of  every  fare.  Revenues  are  increased  li  to  S% 
and  the  efficiency  of  one-man  operation  is  materially 
increased.     Over  4000  already  in  use. 

When  more  than  two  coins  are  used  as  fare,  the  Type  D 
Johnson  Fare  Box  is  the  best  manually  operated 
registration  system.    Over  50.000  in  use. 

Johnson  Change-Makers  are  designed  to  function  with 
odd  fare  and  metal  tickets  selling  at  fractional  rates 
It  ia  possible  to  use  each  barrel  separately  or  in  groups 
to  meet  local  conditions.  Bach  barrel  can  be  adjusted 
to  eject  from  one  to  5ve  coins  or  one  to  six  tickets. 


Johnson  Fare  Box  Co. 

4819  RavniMwood  A»9.,  CMca««,  lU. 


ELECTRICAL 
INSULATION 


MICAnW     and     EMPIRE 

I''         INSULATOR  ^^  *.     (NSULAIOR   / 


Micanite  and  Super -Micanite 
Sheets,  Commutator  Segments,  and 
Commutator  Rings 

Micanite  Tubes  and  Washers 

Linotape,  Seamless  or  Sewn  Bias 
(Yellow  or  Black  Varnished  Tapes) 

Empire  Oiled  Cloths  and  Papers 
{Yellowor  Blact) 

Compounds,  Varnishes.  Etc. 

SenJ  for  catalog  arid  helpful  booklet   on   Commutator 
Insulation  and  Assembly 

MICA  INSULATOR  COMPANY 

Largest  manufacturtrs  In  the  woriJ  of  mUa  Insulation. 
EitaMUhed    1803. 

New  York:  200  Varick  St.     Chicago:  542  So.  Dearborn  St. 

Cleveland  Pittsburgh  Cincinnati 

San  Francisco  Toronto  Los  Angeles  Seattle 

Works:  Sch*n€ctady.  Neio  York-  London.  England 


t„s      TiirimiiniiniimMrMiitiinriirMHmtMiMiiriiirMiiiirMuiiiMnMimiimiMniiiiMiiMiriiiMiiMimniiiiHiMiiiiimHiiiiMimirimMiitiiiii 


^HUiinHiiiMHiHiiHiiiiiiiiniiniiiiiiniiinniMinHiiiniiniiiiiiiiiiiniiiiiiiiiniiiiiiiiiiniiiiiiniiniiiriiiuiiniiiiiiiiiiiiiiniiniiiiiiiiiiir: 
iiiimiiiitiiiiiiimiHiiiiMiiiiiiiiiiiiiiiiiiiniiitiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiinMitiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiMiiiiifiiL      jjiiiiiiiiiitiiitiiiiiiiiiiiiiiiiniiniiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiitiiitiiitiiiiiiiutiiH 


PANTASOTE 

TRADE  MARK 

— the  car  curtain  and  upholstery  material  that 
pays  bacic  its  cost  by  many  added  years  of 
service.  Since  1S97  there  has  been  no  substitute 
for  Pantasote. 

AGASOTE 

TRADE  MARK 

— the  only  panel  board  made  in  one  piece.  It  is 
homogeneous  and  waterproof.  Will  not  separate, 
warp  or  blister. 


Standard 

for  electric  railway  cars 

and  motor  buses 


Samples  and  full 
information  gladly 
furnished. 


The  PANTASOTE  COMPANY,  Inc. 

250  Park  Avenue,  NEW  YORK 

iiiiiiiiiiiiiiiiiiHiinnimmiiiiniimiiiiiHiiiiimiiminiiiiimiiiniiiiiiiniiiiiiiiimimiiiiiiiiiiiiiiiiimiiniiiiiiiiniiiiiiniiiiii 


Complete  satisfaction 

Operating  perfectly  and  requiring 
minimum  attention  for  maintenance 
and  lubrication,  Earll  Catchers  and 
Retrievers  give  genuinely  satisfactory 
results.  Their  refinement  of  design, 
and  mechanical  superiority  are  sum- 
marized in  the  following  five  features, 
peculiar  to  Earll  construction. 

No-wear  Check  Pawl 

Free-Winding  Tension  Spring 

Ratchet  Wind 

Emergency  Release 

Perfect   Automatic  Lubrication 

Earll  Catchers  and  Retrievers 
C.  I.  EARLL,  York,  Pa. 

Canadian    AgenU: 

Rallws;  A  Power  Englnserlng  Corp..  Ltd.,  Toronto,  Ont. 

/fi  ^11  Ofhor  ForHon  Countries: 

Intsmttlonal  Osnersl  Elsctrle  Co.,   Schenectady,   N.   T. 


iiHHiiiiiiiimiiiiiiMiiHiiiiiiiiiiiiiiiiimiiiiiiiiiiMiiiiiiiiiriiiiiiiiiiiiiitiiiiiimiiiiiiiiiii(iiiitiiHii>u>uiiiiiimiiitiiiiiiiiiiiiiMiiii 


Jmir  2,  1928 


ELECTRIC   RAILWAY  JOURNAL 


31 


Where  other  ties 
might  fail  ♦  ♦  use 
Prettyman 
Preserved  Ties 
with  Confidence 


UNDER  the  pavement,  deep  into  dank, 
musty  earth,  exposed  to  moisture,  termites 
and  fungi  .  .  .  What  ties  could  you  expose  to 
such  conditions,  confident  that  many  years  would 
not  undermine  unyielding  resistance  to  merciless 
mechanical  grind?  ^Several  kinds  might  ren- 
der such  service.  ^The  South  Carolina  Power 
Co.  chose  Prettyman  Preserved  Ties  for  the  job 
at  the  left — creosoted  in  the  most  complete  and 
modern  wood  preserving  plant  on  earth. 


Creosoted 
Railroad  Cross-ties;  Switch 
Ties;  Bridge  Timbers;  Con- 
struction Timbers;  Mine 
Timbers;  Lumber  Piling; 
Poles;  Posts  and  other 
Forest  Products 


JlPrpltijman&Sons 

Vood  Preyei'vind  Plant 
Charleston,    S  C. 


^iiiiiiiiuiijniiiiiiiiiiniiiiriiiHiiiiiniiiniiiiiiMniiuiiniiininiiHiniiiiiiniuniniiiiuiiiiiiuiiiniinMiniiiiiinnintiiiiitiiiiiniiiiiiii'^     g>>>>>>»'''>>iimmMiiiniHiiiiiiitriitiiifiiitiiitiiiiiiiniitiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiii 


iiimii)iiiiiiiiiiiiiiHiiiinii6 


Griffin  Wheel  Company 

410  North  Michigan  Ave. 
Chicago,  111. 


Griffin  Wheels 

with 

Chilled  Rims 

and 

Chilled  Back  of  Flanges 

For  Street  and  Interurban 

Railways 


i     E 


PRICE  REDUCTION 


FOUNDRIES: 

Chicago 

Boston 

St.  Paul 

Detroit 

Kansas  City 

Lot  Angeles 

Denver 

Council  Bluffs 

Tacoma 

Cleveland 

Salt  Lake  City 

Cincinnati 

r.iiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiniiiiniiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiuiiiniiiiiuiiiiiiiimiiiiuiiiiiiniiin 


There  has  been  a 
substantial  reduc- 
tion in  the  List 
Prices  of  Ander- 
son Automatic 
Time  Switches. 

We  shall  be  glad 
to  forward  you 
the  revised  price 
list  on  request. 

If  you  do  not  al- 
ready have  Bul- 
letin No.  37,  il- 
lustrating and 
describinfj  these 
dependable  Time 
Switches,  we  will 
be  glad  to  for- 
ward you  the  bul- 
letin also. 


Albert  &  J.  M. 
Anderson 
Mfg.  Co. 

289-305  A  St. 
BOSTON,  MASS. 


New  York 

Philadelphia 


Chicago 
London 


iiiiiiiiiiimiimiiMiiiiiiiiiuiiiiiiiiiiiiuiiiiiiimiiiiuiiiiiiimiiiiiiillliuiluC 


32 


ELECTRIC  RAILWAY  JOURNAL 


June  2, 1928 


aixK^ers 


ivs:irv,e  ers 


^ttcorporatcJ) 

115  Broadway,  New  York 
PHILADELPHIA  CHICAiiO  SAN  FRANCISCO 


STONE  &  WEBSTER 

Incorporated 

Design  and  Construction 

Examinations     Reports     Appraisals 

Industrial  and  Public  Service  Properties 

mw    TORS  BOSTON  CHICAGO 


Sanderson  &  Porter 

ENGINEERS 

PUBLIC  UTILITIES  &  INDUSTRIALS 

DeslKD  CoDitracUon  Manscement 

Bzamioatloop  Report*  Taluationi 


CHICAaO 


NEW  YORK 


8AN  FRANCISCO 


ALBERT  S.  RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER.    MASSACHUSETTS 

■(■PORT* -  APPSAISAU*  -  RATB»  .  OPERATION  .  ■■RVICB 


A.  L.  DRUM  &  COMPANY 

Coiunltiiif  and  Corutnetint  Engb—rm 

VALUATION  AND  FINANCIAL  REPORTS 

RATE  STUDIES   FOR  PRESENTATION   TO   PUBUC  SERVICE 

COMMISSIONS 

CONSTRUCTION  AND  MANAGEMENT  OF 

ELECTRIC  RAILWAYS 

230  South  Clark  Street,  Chicago,  III. 


0.  B.  BUCHANAN 
PrMldmt 


JOHN  F.  LAYNO 
Vlc»-PrM!d«nt 


W.  H.  PRICB,  JR. 

8ec'7-TrMW. 

BUCHANAN  &  LAYNG  CORPORATION 

Engineering  and  Management,  Construction 
Financial  Reports,  Traffic  Surveys 
and  Equipment  Maintenance 
BAI.TIHORB 
1*04  Cltlzeni  National 
Bank  Bide 


Phone: 
Hanorer:  2142 


NEW  YORK 
49  WaU  Street 


HEMPHILL  &  WELLS 

CONSULTING  ENGINEERS 

Gardner  F.  WelU  Albert  W.  Hemphill 

APPRAISALS 

INVESTIGATIONS  COVERING 

Reorganization       Management       Operation       Construction 

43  Cedar  Street,  New  York  City 


E.  H. 

FAILE  &  CO. 

Designers  of 

Garages —  Service  Buildings —  Terminals 

441  I.BXINQTON  AVB.                                                       NBW  TOBK 

The  J.  G.  White 
Engineering  Corporation 

Engineers — Constructors 

Oil  Refineries  and  Pipe  Lines.  Steam  and  Water  Power  Plants.  Transmission 
Systems,  Hotels.  Apartments,  Office  and  Industrial  Buildings,  Railroads, 

43  Exchange  Place  New  York 


THE  BEELER  ORGANIZATION 

Transportation,  Traffic,  Operating  Surveys 

Better  Service— Financial  Reports 

Appraisals — Management 

52  Vanderbilt  Ave.  New  York 


J.  ROWLAND  BIBBIN3 

Engineer — 2301  Connecticut  Ave.,  N.W.,  Washington,  D.  C. 

TRANSPORTATION  SUR.VKYS 
Organized    Traffic    Relief    and    Transit    Development 
Co-ordinating    Motor    Transport,    Railroad    and    City 
Plans,  Service,  Routing,  Valuation,  Economic  Studies 

EXPERIENCE  IN  30  CITIES 


WALTER  JACKSON 

Consultant  on  Fares  and  Motor  Buses 

The  Weekly  and  Sunday  Pass — Differential 

Fares — Ride   Selling 

Holbrook  Hall's-W-S 

160  Gramatan  Ave.,  Mt.  Vernon,  N.  Y. 


DAY  &  ZIMMERMANN.  Inc. 

ENGINEERS 

Design    -  Construction    -    Reports 

VALUATIONS   -  Management 

PHILADELPHIA ' 


NEW  YORK 


CHICAGO 


STEVENS  &  WOOD 

incorporated 
ENGINEERS  AND  CONSTRUCTORS 

120  BROADWAY,  NEW  YORK 


■MOINBBaiNO 
CONSTRUCTION 


TOtlNOSTOWN.  O. 
CHICAGO.  ILL. 


FINANCING 
MANAQBHBNT 


KELKER,  DeLEUW  &  GO. 

CONSULTING  ENGINEERS 

REPORTS  ON 

Operatinit   Problemi  Valuationt  Traffic   Surrey! 

I II  W.  Waibington  Street,  Chicago.  III. 


McCLELLAN  &  JUNKERSFELD 

Incorporated 

Engineering  and  Construction 

Examinations — Reports — Valuations 
Transportation  Problem*— .Power  Developments 


68  TRINITY  PLACE 


NEW  YORK 


June  2, 1928 


ELECTRIC  RAILWAY  JOURNAL 


33 


inilllllliuillllllllllllllii llllilllliiliiiiiliiiiiiriiiiiiiiiim iniiinimiirlllllllKllliiilllliiiiiiJiiiinliriiiiii niiililiillilllllimilllliriiiiiiiiiiiiiiiii iiiii iiiiiiiiiiiiiiiiiimilllliuiillillllillllilllllillllllllililillllillillinliiiliiiiilliiiiiiiiiiuniiiiliuilimii 

THE  BABCOCK  &  WILCOX  COMPANY 


Builders  since  1868  of 
Water  Tube  Boilers 
of  continuing  reliability 

BRANCH  OFFICES 
Atlanta,  Candler  Building 
Boston,  80  Federal  Street 
Chicago,  Marquette  Building 
Cincinnati,  Traction  Building 
Clbtveland,  Guardian  Building 
DaUaAS,  Texas,  Magnolia  Building 
Denver,  444  Seventeenth  Street 
Detroit,  Ford  Building 
Houston,  Texas,  Electric  Building 
Los  Anoeles,  Central  Building 
New  Orleans,   344  Camp  Street 

illilliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiniiiiiiniiiiiiiiiiiiiiliilllill 


85  Liberty  Street,  New  York 

_  Makers  of  Steam  Superheaters 

since  1898  and  of  Chain  Grate 
Stokers    since     1893 


WORKS 
Bayonne,  N.  J. 
Barberton,  Ohio 


BRANCH  OFFICES 

Philadelphia,  Packard  Building 
Phoenix,  Ariz.,  Heard  Building 
Pittsburgh,  Farmers  Deposit  Bank  Building 
Portland,  Ore.,  Failing  Building 
Salt  Lake  City,  Kearns  Building 
San  Francisco,  Sheldon  Building 
Seattle,  L.  C.  Smith  Building 
Honolulu,  T.  H.,  Castle  &  Cooke  Building 
Havana,  Cuba,  Caiie  de  Agular  104 
San  Juan,  Porto  Rico,  Royal  Bank  Building 


iiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiit 


Engelhardt  W.  Holst 

Consulting  Engineers 

Appraisals  Reports  Rates  Service  InvestiffStloQ 

Studies  on   Financial   and  Physical   Rehabilitation 

Reorcranization     Operation     Management 

683  Atlantic  Ave.,  BOSTON,  MASS. 


I   '^IIIIIIIIIIIIIX^ 


TRAFFIC  CONSULTANT 

Freigrht  Rate,  Tariff  and  Traffic  Analyaes; 

Advisory  Preiffht   Traffic  Assistance 

on  Special  or  Monthly  Basis; 

Preparation  of  Cases  before  Interstate  Commerce 

Commission  and  State  Commissions. 

HALSEY  McGOVERN 

Mills  Bldg.,  17th  and  Pa.  Ave.,  Washington,  D.  C. 


anniiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiimiiiiiiiijiiiiiiiir 

Car  Heating  and  Ventilating 

— are  no  longer  operatins  problems.  We  can  show  you 
how  to  take  care  of  both  with  one  equipment.  The  Peter 
Smith  Forced  Ventilation  Hot  Air  Beater  will  sare.  in 
addition,  40%  to  60%  of  the  cost  of  any  other  car  heat- 
Ins   and   ventilating    system.      Write   for   details. 

The  Peter  Smith  Heater  Company 
6209  Hamilton  Ave.,  Detroit,  Mich. 

CfHiililiiiiiiniiiiiiiiinliiiiiniirliillluiiniiiiiini'Miiiiiiiriiniiiriiinuiinrinliniiiiiiiiiiiiiiiiiiiiiiiiiriniiiiiiiiilltiiililiilllliiiiiiiiiiii 
iilimilllillllilllllltlilliiHiHiiniiniiniiiMiiiiiiiiiniiniiininiiniiniiiMitiiiiiiiiiiiiiiiMiiiiiiiiitiiiiiiiiiiiriiiMiiiiHiiiiiiiriiinniiniiinu 

NACHOD  &  UNITED  STATES 
SIGNAL  CO,  INC 

LOUISVILLC.KY. 

BLOCK  SIGNALS 

FOR 

ELECTRIC  RAILWAYS 

HIGHWAY  CROSSING  SIGNALS 

iliiiiiiiiiiiiiiitiiiiiiirMiiiiiiiiiiiniiiriiiiiiiiiiiiiiitiiriiinitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiitiiiiiiMiiniiiiiiiiiiiiiiiiiniitiiiiiiiir 


Wheo  writing  the  advertiser  for  Information  or 

prices,  a  mention  of  the  Electric  Railway 

Joarnal  woold  be  appreciated. 


^iMiiiiniiitMiiiiiiiniMiinitiiiiiiiinMiiitniiiiiiiiiiiuiiiiiiimiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiniiiiiiiiiimiiiuimiiiiiitiiiuimiimiiMii 


THE  p.  EDWARD  WISH  SERVICE 

so  Churcli  St.  Street  Railway  Inspection  131   State  St. 

NEW  YORK  DETECTIVES  BOSTON 


RAIL  JOINTS 


DYNAMOTORS 
WELDING  ROD 


UNA  Welding  &  Bonding  Co. 
Cleveland.  Ohio. 


^iiiiiliiiiliiHiiiiiini]iiiiiiiiiiui)liiiiiiNiiiiiiiiiiiiiiiiiiiiitiiiiiiit]iriiiiiiillliilliillllllniiliiiiiiiiiiiii:iiiiiii]itiiiillllililiniinillllllini^ 


wimiuiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiHuiiimiiiniiiiiniiniiiiiniiiiiiiiiiiiiiiiinimiiiiiiiniiinmiimniiiiiiiiii 
iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimuiiuiiiiiiiiiiiiiiiimmiuiiiiiiinu iiiiiiiinniiiiiiiiiiiiiiiniiuiiiiiiiiiiiiiiii^ 


GOLD 


CAR  HEATING  &  LIGHTING  CO, 

220  36th  St.,  Brooklyn,  N.  Y. 


Electrical  Wires  &  Cables  I  i 


WITH    OPEN    COIL   OR 
ENCLOSED  ELEMENTS 


ELECTRIC  HEATERS 
THERMOSTAT   CONTROL— VENTILATORS 


John  A.  Roebling's  Sons  Co.  Trenton,  N.  J.  | 

•fiiiiirniMiMuiiiHiiiiMfiiiiniiiiiiiriiiiiiiiiiiiiiiiiniiiiiiiiiiHtiiiriiiriiiiiiiiiiiiiiriiiiiiiiiiHiiHiiiiiiiiiiiiiniiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiR 
£iiiiikiMiiiiHiiniiniiitiiiniii)iiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiniiniiniiniiiiiiiuniitiiiuiiimHiiiiiiiiiMJuiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiL- 

I   Bethlehem  Products  for    | 
I         Electric  Railways         | 

I  Tee    and    Girder    Rails;    Machine    Pitted    Joints;  I 

1.  Sph'ce    Bars;    Hard    Center    Frogs;    Hard    Center  | 

I  Mates;  Rolled  Alloy  Steel  Crossings;  Abbott  and  I 

I  Center  Rib  Base  Plates;   Rolled  Steel  Wheels  and  | 

I  Forged   Axles ;   Tie   Rods ;    Bolts ;   Tie   Plates   and  | 

1  Pole  Line  Material.  I 

I  Catalog  Sent  on  Request  I 

I         BETHLEHEM  STEEL  COMPANY,  Bethlehem,  Pa.         I 

\  BETHLEHEM  I 


I  WRITE  FOR  NEW  CATALOGUE  | 

^iiHiiiniiiiiiiiiiiiiiiriiuiiniiniiiMiiiiiiiiiiiiiniiiiiiiiiiniiniiniiniitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiniiiiiiiiiiMiiiiiniiiriitiiiriin 
siuiimiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiijiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiHiiiiiniiiiiiiiiiiHiiiiiiiiiimiiiiiniiiiiiiiiiiimi 


International 
Registers 

Made  in  single  and  double 
types  to  meet  requirements 
of  service.  For  hand  or  foot, 
mechanical  or  electric  opera- 
tion. Counters,  car  fittings, 
conductors'    punches. 


DoubU  Raslstar 
Trp*  K-11 


The  International  Register  Co. 

13  South  Throop  Street,  Chicago,  Olinoia 


iiiiiiiiiiiitiiiijiiiiiiiiiiiiiiiiiiiiiiriiijiiiiiiiiiiiiiiiiiiiniriiiiiiiriiiiiirriiiiriiiiriiiiir iriiiiiiiiiiriiiiiiriiiiiiiiiiiiiiiriiiriiniiiiiijiiiiiii;     .^oiiiiuiiiiiniiiiiiiimiiiiiniiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiuiiiiiiiiiiiiiijiiiiiiiiiniiiiiiiMiiiiiir iiiiiiiniiiiuiiid 


34  ELECTRIC  RAILWAY  JOURNAL  June  2,  192?  4 

HI«lllllllllllllllllllllimillltlllirilJIIII>llllllllllllllllllluullJrirjllllllllJlllllllllllllllllllllllJJllllllllllllllllllllJllllllllllllllllllllllllllllll|       gliniiii miirijiirijiiiiiri iiiitiiiiiiiiii iiiiriiiriiiiiiiiiiiiiiiiiii in i iiiiiiii iiiiiiiiii iiiiiiiiuimimrarj 


^>«(E    «• 


COLUMBIA 


Railway  Supplies  and  Equipment 


Machine  and 
Sheet  Metal  Work 

Forgings 

Special  Machinery 

and   Patterns 

Grey  Iron  and 
Brass  Castings 

Armature  and 
Field  Coils. 


The  Columbia  Machine  Works  and  M.  I.  Co. 
265  Chestnut  St.,  corner  Atlantic  Ava., 
Brooklyn,  New  York 


siiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiniiniiiiiiiiiiiiiii iniiiiii miiiiiiiiiiiMiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiimmiiiiniiiiiiiir 

jiiiiiiiniiiiiiiiiiiiimiiiiiiiiiiimiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiuiiiuiiiiiiiiiiiiiiiiiiitiiiuiiJiiiniiLUiii 

ELRECO  TUBULAR  POLES 


TMC  "Wmt    LOCK'/  / 


THE   CNAMrenCD   JOIHT 


COMBINE 
Lowest  Cost  Lightest  Weight 

Least  Maintenance  Greatest  Adaptability 

CatkloK  compleu  wltti  ecglncertnc  data  mdi  od  raanast 

ELECTRIC   RAILWAY   EQUIPMENT   CO. 
CINCINNATI,  OHIO 

New  Tork  Clt7.  30  Chnrch  Street  | 

flilimimiimnmiimiHiiitilliiiiimiiifiliiiiiiiiiiitiiiiiiiMiimiiiiiiiiiMllllilltllMlitiiiiiiitiiiniiiiiiiniililllMiiMllllllllMliiMiiiiiiiiir 

illtliHHltlinilHtMiiiiiiimiim niimimiiiiiiiiiiiiniitiiimiitiiiiiiMiiiiiiiiitiiiiii iiiMiitiiiiiiiiiiiimiitiiiiiii 


THE  WORLD'S  STANDARD 


''IRVINGTON 


nn 


Black 
Varnished  Silk, 


and 
Varnished  Cambric, 


Yellow 
Varnished  Paper 


Irv-O-Slot  Insulation  Flexible  Varnished  Tubing 

Insulating   Varnishes   and   Compounds 

Irvington  Varnish  8C  Insulator  Co. 

Irvington,  N.  J. 
Sales  Representatives: 

Mltctaell-Bsnd  MJr.  Co..  N.  T.       Prehler  Brothers  Inc..  Cbicatro 
E.  M.  Wolcott.  Bochester                 White  Supply  Co..  St.  Louis 
I    W.  Levlne,  Montreal                    Clapp  &  LaMoree.  Loa  Anrele* 
A.  L.  Qillles.  Toronto                       Martin  Woodard,  Seattle 
Consumer!'  Rubber  Co..  Cleveland 
iiniiiiimiiiniiiiiiiii miiiiiiiiiiiiimiiiiiimimiiiiiinimiiiiiraiimiiniiiiinnmiimimiimniii niniiinimiiiiiiiiiiiitiiiiiilF 


A  handbook  you  will 
not  want  to  be  without ! 

For  reference,  for  brushing  up,  or  for  study — 
this  new  book  on  mathematics  for  the  practicing 
engineer  fills  a  long-felt  need. 

MATHEMATICS 

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By   Raymond   W.   Dull 

Consulting-  Eng-ineer 

780  pages,  6x9.  686  illustrations, 

fS.OO 

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written    by    an    engineer   for    en 
gineers.     The  book  is  not  encumbereil 
by     mental     exercises,     but     gets     rigbi 
down  to  fundamentals  from  brain-saving 
methods    in    simple    addition,    to    partial 
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want  on  your  desk  beside  your  slide  rule 
See  it  for  ten  days  free. 


FREE  EXAMINATION  COUPON 


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I  S  onlv) 


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B.  A.  BEaEMAN,   Jr.   Prealdent 
F.  T.  SARGENT,   Secretary 


H.  A.  HEGEMAN.   Flril   Vlce-Pres.  and  Treat.      1 
J.  M.  PRATT,  Vlce-Prea.  In  ctiarse  of  salM     S 


National  Railway  Appliance  Co.  I 

Graybar   BulldlnK.   430    Lexlnston   Aye.,   New    York  | 

BRANCH   OFFICES  | 

Munsey  Bids..   Washing-ton,  D.  C.        100  Boylston  St..  BoBton,  Mass.  | 

HesremanCastle  Corporation.  Railway  Exchange  BuUdinr.  Chicago.  111.  s 


RAILWAY  SUPPLIES 


Tool    Steel    Gears    and   Pinions 
Anfflo-Amerlcan     Varnish     Co.. 

Varnishes,   Enamels,  etc. 
National   Hand  Holds 
Oenesco  Paint  Oils 
Dunham  Hopper  Door  Device 
Garland  Ventilators 
Walter  Tractor  Snow  Plows 
Feasible  Drop  Brake  Staffs 
Ft.    Pitt    Spring    &    Mfg.    Co.. 

Springs 
Bell  Register  Fare  Boxes 


FlaxUnum  Insulation 

Economy   Electric   Devices  Co. 

Power  Saving  and  Inspection 
Meters 

National  Safety  Devices  Com- 
pany's Whistle  Blowers. 
Gong  Ringers  and  Brake 
Hangers 

Godward  Gas  Generators 

Cowdry  Automotive  Brake 
Testing  Machine 


ASPECT  CASta 
RID  LlOKn 
VISIBLE  IN  »UT 
ONX  OIRKCTION 


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Send        I 
Today     | 

for  our  I 

Publication  on  I 

3 

Safety  | 

and  I 

Efficiency  | 

In   Electric  | 

Railway  | 

Signals  and  | 

Crossing  | 


I       American  Insulating  Machinery  Co.,  Inc.      | 

I  S2I   Huntingdon  St.,  Philadelphia,  Pa.  | 

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June  2,  1928 


ELECTRIC  RAILWAY   JOURNAL 


35 


Searchlight  can 
help  you — 


HUNDREDS  of  miscellaneous  busi- 
ness problems  pertaining  to  Elec- 
tric Railway  Operation  can  be  quickly 
and  easily  solved  through  the  use  of  the 
Searchlight  Section  of  this  publication. 

The  Searchlight  Section  is  the  classified  adver- 
tising section  for  giving  publicity  to  all  kinds 
of  business  wants  of  interest  to  other  men  in 
the  field.  It  is  the  weekly  meeting  place  of  the 
man  with  a  miscellaneous  business  need  and 
the  men  who  can  fill  that  need. 

When  you  want  additional  employees,  want  to 
buy  or  sell  used  or  surplus  Railway  equipment, 
seek  additional  capital  or  have  other  mis- 
cellaneous business  wants — advertise  them  in 
the  Searchlight  Section  for  quick,  profitable 
results ! 


Think  "SEARCHLIGHT"  first 


POSITION  WANTED 


TRAFFIC  inspector  and  investigator  desires 
temporary  position ;  can  qualify  any 
capacity,  transportation  department,  elec- 
tric railways  and  buses ;  available  June 
22  to  July  23.  also  Saturdays,  Sundays 
and  holidays  throughout  the  year.  PW- 
114,  Electric  Railway  Journal,  Tenth  Ave. 
at  36th  St.,  New  York. 


SALESMAN   AVAILABLE 


SALES  representative  with  broad  associa- 
tion in  electric,  steam  and  bus  fleld,  open 
for  connection  in  near  future.  SA-llB, 
Electric  Railway  Journal,  7  South  Dear- 
born St.,  Chicago,  111. 


FOE  SALE 

MOTORS 

130  Westinghouse.  Type  514-C. 
Fine  condition.    Low  price. 

ELECTRIC  EQUIPMENT  CO. 

Commonwealth    Bldgr.,    Philadelphia, 


FOR  SALE 

SPRINKLER  CARS 

Singrle  and  double  truck  fully  equipped. 
Will  sacrifice  for  immediate  sale  to  legiti- 
mate   prospect- 

FS-113,  Electric  Railway  Journal. 
Tenth  Ave.   at  36th  St..   New  York  City 


WANTED 


WANTED  TO  BUY 

One  Used  Car  Body  for 
Freight  Hauling  Purposes 

Must  be  in  good  condition,  either  wood  or 
steel  construction,  doors  in  center  of  car 
preferred,  maximum  lenerth   46   ft. 

W-110.   Electric  Railway  Journal 
7   So.  Dearborn   St..    Chicago.   111. 


WANTED  I 

One  Standard  Gauge   } 
Steel  Under  Frame 
Motor  Flat  Gar 

Equipped  with  M.C.B.  couplers  | 
suitable  for  switching  steam  rail-  I 
road  cars  around  material  yard.         | 

The    Cincinnati    Street    Railway    | 
Company  I 

Attention  General  Manager  \ 

Cincinnati.  Ohio  | 


IIIIIMIIIIIIItl 


36 


ELECTRIC  RAILWAY  JOURNAL 


June  2,  1928 


WHAT  AND  WHERE  TO  BUY 

Equipment,  Apparatus  and  Supplies  Used  by  the  Electric  Railway  Industry 

with    Names    of   Manufacturers   and   Distributors    Advertising    in    this    Issue 

This  index  is  published  as  a  convenience  to  the  reader.    Every  care  is  taken  to  make  It 
accurat.ft.  but  Electric  Railway  Journdl  assumes  no  responsibility  tor  errors  or  omissions. 


Advertising.  Street  Car 

Collier.  Inc..  Barron  G. 

Air  Braltes 
General  Electric  Co. 
Westlnghouse  Air  Brake  Co. 

.■\ncliorB,  Gay 

Elec.  Service  Supplies  Co. 
General    Electric   Co. 
Ohio   Brass   Co. 
Westinghouse  E.  Il  M.  Co. 

Armature  Sliop  Tools 
Columbia     Machine     Worki 
Elec.  Service  Supplies  Co. 

Automatic    Return    Switcn 
Stands 

Ramapo  Ajax  Corp. 

Aotomatic  Safety  Switch 
Stands 
Bamapo  Ajax  Corp. 

Axles 

Bemis  Car  Truck  Co. 
Bethlehem  Steel  Co. 
Brill  Co..  The  J.  G. 
Cincinnati  Ca.-  Co. 
Dlinois  Steel  Co. 
Standard  Steei   Works  Co. 
Taylor  Electric  Truck  Co. 
Westinrbouse  B.  A  M.  Co. 

Babbitting   Devices 

Columbia    Machine    Works 
Badges  and  Buttons 
Elec.  Service  Supplies  Co. 
International   Register  Co. 

Batteries,   Dry 
Nichols-Lintern    Co. 

Bearings  and  Bearing  Metals 

Bemis  Car  Truck  Co. 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Columbia   Machine    Works 
Taylor  Electric  Truck  Co. 
Weatlnghousa  E.  &  M.  Co. 

Bearings,   Center  and    Roller 
Side 
Columbia   Machine    Works 
Stuck!  Co..  A. 

Bells   and   Bazzers 

Consolidated    Car    Heating 
Co. 

Bells  and  Gongs 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Columbia  Machine   Works 
Elec.  Service  Supplies  Co. 

Benders,  Rail 

Railway  Track-work  Co. 

Bodies,  Bob 
Brill  Co..  The  J.  O. 
Cummings  Car  &  Coach  Co. 

Boilers 
Babcock  &  Wllcoz  Co. 

Boiler  Tabes 
National  Tube  Co. 

Bolts.  Case  Hardened 

Bemis  Car  Truck  Co. 

Bolts  &  Nuts.  Track 
Illinois  Steel  Co. 

Bond  Testers 
American  Steel  &  Wire  Co. 
Electric  Service  Supplies  Co. 

Bonding  Apparatus 
Amer.  Steel  &  Wire  Co. 
Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 
Railway    Track-work     Co; 
Ona  Welding  &  Bonding  Co. 

Bonds,  Rail 
Amer.  Steel   &  Wire  Co. 
Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Ohio  Brass  Co. 
Railway   Track-work   Co. 
Una  Welding  &  Bonding  Co. 
Westinghouse  E.  &  M.  Co. 

Brackets    and    Cross    Arms 
(See    also    Poles,    Tie*. 
Posts,   etc.) 
Columbia  Machine  Works 
Elec.   Ry.  Equipment  Co. 
Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Ohio  Brass  Co. 

Brake  Adjusters 
Brill  Co..  The  J.  O. 
Cincinnati    Car  Co. 
Natloiiat  Ry.  Appliance  Co. 
Westinghouse  Tr.  Br.  Co. 


Drake  Shoes 

Bemis  Car  Truck  Co. 
Brill   Co..   The  J.    G. 
Taylor  Electric  Truck  Co. 
Wheel  Truing  Brake  Shoe 
Co. 

Brakes,    Brake    Systems    and 
Brake  Parts 
Bemis  Car   Truck  Co. 
Brill   Co..   The   J.   G. 
Cincinnati    Car   Co. 
Columbia  Machine  Works 
General   Electric  Co. 
National    Brake    Co. 
Taylor  Electric  Truck  Co. 
Westinghouse   Tr.    Br.    Co. 

Brakes,    Magnetic    Rail 

Cincinnati  Car  Co. 

Brushes,  Carbon 

General   Electric  Co. 
Westinghouse  E.  &  M.  Co. 

BrQshlioIders 

Columbia    Machine    Works 
General  Electric  Co. 

Buses 

Cummings  Car  &  Coach  Co. 
General  Electric  Co. 

Bushings,    Case    Hardened    & 
Manganese 

Brill  Co..  The  J.  G. 
Bemis  Car  Truck   Co. 
Cincinnati  Car  Co. 
Columbia   Machine   Works 

Cables.      (See   Wires   and 
Cables) 

Cambric    Tapes,    Yellow    and 
Black   Varnish 

General    Electric   Co. 
Irvington   Varnish  &  Ins.  Co. 
Mica  Insulator  Co. 

Carbon    Brushes     (See 
Brushes.  Carbon) 

Car  Ligliling  Fixtures 

Elec.  Service  Supplies  Co. 

Car    Panel    Safety    Switches 
Consolidated  Car  Heat.  Co. 
Westlnghcsse  E.  &  H.  Co. 

Car  Steps,  Safety 

Cincinnjiti   Car  Co. 

Car  Wheels,  Rolled  Steel 

Bethlehem  Steel  Co. 

Cars,  Dump 
Brill  Co..  The  J.  O. 
Differential    Steel    Car    Co.. 
Inc. 

Cars,    Oaa-Electr)e 
Brill  Co..  The  J.  G. 
General  Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Cars,  Gas,  Rail 
Brill  Co.,  The  J.  G. 

Cars,    Passenger,   Freight, 
Express,   etc. 

Amer.  Car  Co. 
Brill  Co.,  The  J.  G. 
Cincinnati  Car  Co. 
Cummings  Car  &  Coach  Co. 
Kuhlman  Car  Co..   O.  C. 
Wason  Mfg.  Co. 

Cars,   Second    Hand 
Electric   Equipment  Co. 

Cars,  Self-Propelled 

Brill  Co..  The  J.  G. 

Castings,    Brass   Composition 
or   Copper 
Anderson  Co..  A.  Sc  J. 
Cincinnati  Car  Co. 
Columbia   Machine   Works 

Castings,   Gray   Iron   and 
Steel 

American  Steel  Foundries 
Bemis    Car   Truck    Co. 
Columbia   Machine   Works 
Standard  Steel    Works  Co. 

Castings,  Malleable  A   Braes 

Bemis  Car  Truck  Co. 
Columbia   Machine   Works 

Catchers  and   Retrievers, 
Trolley 

Earll.  C.  I, 

Elec.  Service  Supplies  Co. 

Ohio  Brass  Co. 

Celling  Car 
Pantasote  Co..  Inc. 


Change    Carriers 
Cleveland   Fare  Box  Co. 
Electric  Service  Supplies  Co. 

Change  Trays 
Cincinnati  Car  Co. 

Circuit-Breakers 

Anderson  Co.,  A.  &  J. 
General    Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Clamps    and    Connectors    for 
Wires  and   Cables 

Columbia    Machine    Works 
Elec.   Ry.   Equipment  Co. 
Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 
Westinghouse  E.  &  M.  Co. 

Cleaners  and  Scrapers,  Track 
(See   also  Snow-Plows, 
Sweepers  and  Brooms) 
Brill   Co..   The  J.   G. 
Cincinnati  Car  Co. 
Coal  and  Ash  Handling   (See 
Conveying  and   Hoisting 
Macllinery) 

Coll   Banding  and  Winding 
Machines 

Columbia  Machine  Works 
Elec.  Service  Supplies  Co. 
Westinghouse  E.  &  M.  Co. 

Coils,  Armature  and  Field 

Columbia    Machine  Works 
General    Electric  Co. 
,    Westinghouse  E.  &  M.  Co. 

Coils.  Choke  and  Kicking 

Elec.  Service  Supplies  Co. 
General    Electric   Co. 
Westinghouse  E.  ft  H.  Co. 

Coin    Counting    Machines 

Cleveland  Fare  Box  Co. 
International    Register   Co. 
Johnson  Fare  Box  Co. 

Coin   Changers 
Johnson  Fare  Box  Co. 

Coin   Sorting  Machines 
Cleveland  Fare  Box  Co. 
Johnson  Fare  Box  Co. 

Coin   Wrappers 
Cleveland  Fare  Box  Co. 

Commutator   Slottere 

Columbia  Machine  Works 
Elec.  Service  Supplies  Co. 
Westinghouse  E.  &  M.  Co. 

Commutators   or   Parts 
Columbia  Machine  Works 

General    Electric   Co. 

Westinghouse  E.  &  M.  Co. 

Compressors,  Air 

General   Electric  Co. 
Westinghouse  Tr.   Br.   Co. 

Condensers 
Westinghouse  E.  &  IC.  Co. 

Condensor    Papers 

Irvington  Varnish  h  Ins.  Co. 

Connectors,  Solderless 
Westinghouse  E.  &  M.  Co. 

Connectors,  Trailer  Car 

Columbia   Machine   Works 
Consolidated   Car   Heat.    Co. 
Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 

Coiitroilers  or  Parts 
Columbia   Machine   Works 
General    Electric  Co. 
Westinghouse  E,  St  M.  Co. 

Controller   Regulators 

Elec.  Service  Supplies  Co. 

Controlling  Systems 

General   Electric  Co. 
Westinghouse  E.  &  H.  Co. 

Converters,    Rotary 

General  Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Copper   Wire 

American   Brass  Co. 
American  Steel  &  Wire  Co. 
Anaconda  Copper  Mining 
Co. 

Copper   Wire   Instruments, 
Measuring,   Testing  and 
Recording 
American    Brass   Co.,   The 
American  Steel  &  Wire  Co. 
Anaconda  Copper  Mining 
Co. 


Cord,  Bell,  Trolley,  Register, 

etc. 
American  Steel  &  Wire  Co. 
Brill  Co..  The  J.  G. 
Elec.  Service  Supplies  Co. 
International    Register  Co. 
Roebling's  Sons  Co.,  John 

A. 

Cord    Connectors    and 
Couplers 

Elec.  Service  Supplies  Co. 

Couplers,  Car 

American   Steel  Foundries 
Brill  Co.,  The  J.  G. 
Cincinnati    Car   Co. 
Ohio    Brass   Co. 
Westlnghou.se   Tr.    Br.   Co. 

Cowl    Ventilators 

Nichola-Lintern  Co. 

Cranes,   Hoists   and   Lifts 

Electric  Service  Supplies  Co. 

Cross    Arms    (See   Brackets) 

Crossings 

Ramapo  Ajax  Corp. 
Wm.  Wharton.  Jr.  &  Co. 

Crossing   Foundations 

International   Steel   Tie  Co. 

Crossings,  Frog  and  Switch 

Ramapo   Ajax  Corp. 
Wm.  Wharton.  Jr.   &  Co. 

Crossings,   Manganese 

I     Bethlehem  Steel  Co. 
Ramapo  Ajax  Corp. 
I     Wm.    Wharton.    Jr.    &   Co. 

Crossing  Signals.  (See  Signal 
Systems,  Highway  Cross- 
ing) 

Crossings,  Track  (See  Track, 
Special  Work) 

Crossings,  Trolley 
General  Electric  Co. 
Ohio  Brass  Co. 
Westinghouse  E.  &  M.  Co. 

Curtains   ft   Curtain   Fixtures 
Brill  Co.,   The   S.  G. 
Pantasote  Co..  Inc. 

Cutting   Apparatus 

General  Electric  Co. 
Railway   Track    Work   Co. 

Dealer's  Machlhery  A  Second 
Hand  Equipment 

Elec.  Equipment  Co. 

Derailing   Switches 
Ramapo  Ajax  Corp. 

Destination  Signs 
Columbia   Machine    Works 
Elec.  Service  Supplies  Co. 

Detective   Service 

Wish    Service,    Edward    P, 

Door    Operating    Devices 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Consolidated  Car  Heat.   Co. 
National    Pneumatic    Co. 

Doors  and  Door  Fixtures 

Brill   Co..   The  J.    G. 
Cincinnati    Car    Co. 
Hale-Kllburn  Co. 

Doors,   Folding   Vestibule 

National  Pneumatic  Co. 

Drills,  Track 
Amer.  Steel  &  Wire  Co. 
Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 

Dryers,    Sand 

Elec.  Service  Supplies  Co. 
Ohio   Brass  Co. 
Westinghouse  E.  &  M.  Co. 

Ears 

Columbia   Machine   Works 
Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Ohio   Brass  Co. 
Westinghouse  E.  It  M.  Co. 

Electric   Grinders 
Railway  Track- work   Co. 

Electrical    Wires   and   Cables 
Amer.  Steel  &  Wire  Co. 
I     JohnsA.  Roebling's  Sons  Co. 


Electrodes,  Carbon 

Railway    Track-work    Co 
Una  Welding  &  Bonding  Co, 

Electrodes,  Steel 

Railway  Track-work  Co 
Una  Welding  &  Bonding  Co. 

Engineers,    Consulting.    Con- 
tracting and  Operating 

Beeler,    John    A. 
Bibbins.  Roland  J. 
Buchanan   &   Layng  Corp 
Day    &    Zimniermann,    Inc. 
A.  L.  Drum  &  Co. 
Faile  &   Co..   E.   H. 
Ford.  Bacon  &  Davis 
Hemphill    &    Wells 
Hoist.    Engelhardt    W 
Jjiokson,    Walter 
Kelker  &  DeLeuw 
McClellan   &  Junkersleld 
McGovern,  Halsey 
Bichey.    Albert    S. 
Sanderson    &    Porter 
Stevens   &   Wood 
Stone  &  Webster 
White  Eng.  Co..  J.  G., 

Engines,  Gasoline 
Waukesha  Motor  Co. 

Westinghouse  E.  &  M.  Co.i 
Fare  Boxes 
Cleveland  Pare  Box  Co. 
Johnson  Fare  Box  Co 
National   Cash   Register 
Percy   Mfg.   Co. 

Fare   Registers 

Elec.  Service  Supplies  Co. 

Johnson  Faro  Box  Co         d 

National  Cash   Register  Co| 
Fences,   Woven   Wire  and 
rence  Posts 

Amer.  Steel  &  Wire  Co. 

Fenders  and  Wheel  Guards 

Brill  Co.,  The  J.  G. 
Cincinnati   Car  Co 
Star  Brass  Works 

Fibre   and   Fibre  Tubing 

Westinghouse  E.  &  M.  Co. 
Field  Coils   (See  Colls) 
Floodlights 

Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Forgings 
Brill  Co..  The  J.  G. 
Cincinnati   Car  Co 
Standard  Steel   Works  Co. 

Frogs  &  Crossings,  Tee  Ba 

Bethlehem   Steel  Co. 
Lorain   Steel  Co 
Ramapo  Ajax  Corp. 
Wm.  Wharton,  Jr.  &  Co. 

^'^P-.'K"^^   (Soo  Track 
Work) 

Frogs,   Trolley  i 

Elec.   Service  Supplies  Co.  i 
General  Electric  Co. 
Ohio  Brass  Co. 
Westinghouse  E.  tc  M.  Co. 

Fuses  and   Fuse   Boxes 
Columbia  Machine  Works 
Consolidated   Car  Heat. 
General    Electric  Co 
Westinghouse  E.  &  M.  Co. 

Gaskets 
Westinghouse  Tr.  Br.  Co, 

Gas-Electric  Drive  for  Bn 

General  Electric  Co. 

Gas  Producers 

Westinghouse  E.  &  M.  Co. 
Gates,  Cur 

Brill  Co..  The  J.  G. 
Cincinnati   Car   Co. 

Gear  Blanks 

Brill   Co..   The  J,   G 
Standard   Steel    Works  Co. 
Gear  Cases  i 

Columbia  Machine  Worke] 
Elec  Service  Supplies  Co. ' 
Westinghouse  E.  &  M.  Co. 

Gears  and  Pinions 

Bemis  Car  Truck  Co.  i 

Columbia  Machine    Works 
Elec.  Service  Supplies  (Jo.  ' 
General  Electric  Co. 
Nat'l   Ey.   Appliance  C!o. 

(Continued  on  p.ige  38) 


June  2,  1928 


ELECTRIC  RAILWAY  JOURNAL 


37 


TAYLOR  ELECTRIC  TRUCK  CO, 

TROY,  N.  Y. 

RAILWAY  TRUCKS  and  SPRINGS 


'Taylor 
Quality" 


BUS  SPRINGS 


"Reduced 

Cost" 


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Let  the 

Passenger 

Audit 


Company 


I         An    instantaneous    audit    by    the    passenger    of  = 

I        NICKELS,  DIMES,  QUARTERS,  METAL  | 

I         TICKETS  in  various  combinations.  I 

I          PORTABLE— STATIONARY   or   ELECTRIC— Posi-  | 

I           tive  at-the-source  protection  for  your  revenue.  | 

I  Money-Meters,  Inc.     l^S^X  R.^.te^^r  | 

I                            3209  Book  Tower,  Detroit,  Mich.  | 

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WHARTON  I 

i    1894                             TisCO                             1928  I 

I         SPECIAL  TRACKWORK  | 

I      Manganese    Steel    in    Trackwork,    originated  | 

I      by   Wharton   over   thirty-four   years   ago,    is  | 

I      still  the  metal  par  excellence  for  this  purpose.  | 

I         WM.  WHARTON  JR.  &  CO.,  INC.  f 

I                                          EASTON,  PA.  I 

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I              The  DIFFERENTIAL  CAR  I 


I  Lorain  Special  Trackwork 

I  Girder  Rails 

I  Electrically  Welded  Joints 

I  THE  LORAIN  STEEL  COMPANY 

I  Johnstown,  Pa. 

1  Sales  Offices: 

I  Atlanta                      Chicago                      Cleveland                      New  York 

=  Piladelphia                     Pittsburgh                      Dallas                      = 

i  Pacific    Coast   Representative:                                          1 

i  United  States  Steel  Products  Company                                 i 

i  Los  Angeles                  Portland                  San  Francisco                  Seattle     1 

i  Export  Representative :                                                  = 

I  United  States  Steel  Products  Company,  New  York,  N.  Y.             | 

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iiiimiMiiiiiiiiimiiiiiiMMnMimiitiimiiriiiiniiimumimimiiiiiiiiiiniiiiiiiiiiHiimiiinmimniinmiimmuMiuin 

I  Kalamazoo  Trolley  Wheels          | 

I  The  value  of  Kalamazoo  Trolley                                                   | 

I  Wheels    and    Harps    has    been 

I  demonstrated  by  large  and  small 

1  electric    railvpay    systems    for   a 

I  period    of   thirty   years.     Being 

I  exclusive     manufacturers,     with 

I  no  other  lines  to  maintain,  it  is 

I  through  the  high  quality  of  our 

I  product  that  vfe  merit  the  large 

I  patronage  v»e  now  enjoy.    With 

I  the   assurance  that  you   pay  no 

I  premium    for    quality    we    will                                                   = 

I  appreciate  your  inquiries.                                                               | 

I  THE  STAR  BRASS  WORKS                 | 

I  KALAMAZOO,  MICH.,  U.  S.  A.                        I 

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Standard  on  I  | 

60  Railways  for  |  | 

Track  Maintenance  =  = 

Track  Construction  =  = 

Ash  Disposal  |  = 

Coal  Hauling  e  = 

Concrete  Materials  E  = 

Waste  Handling  |  = 

Excavated  Materials  =  = 

Hauling  Cross  Ties  |  = 

Snow  Disposal  =  | 

Use  These  Labor  Savers   |  | 

Differential  Crane  Car  -  =  = 

Clark  Concrete  Breaker  =  E 

Differential   3-way  Auto   Truck  Body  =  E 

Differential   Car   Wheel   Truck  and   Tractor  |  = 

THE  DIFFERENTIAL  STEEL  CAR  CO.,  Findlay,  O.  \\ 


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38 


ELECTRIC  RAILWAY  JOURNAL 


June  2, 1928 


Generators 

General  Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Girder   Rails 

Bethlehem  Steel  Co. 
Iiorain  Steel  Co. 

Gongs  (See  Bells  and  Gons«) 

Grinders  &  Grinding  Supplies 

Metal  &  Thermit  Corp. 
Railway  Track-work  Co. 

Grinders,   Portable    Eleetrl* 

Railway  Track-work  Co. 

Grinders,    Portable 
Railway  Track-work  Co. 

Grinding  Bricks  and  Wheels 

Railway  Track-work  Co. 

Guard   Rail  Clamps 

Lorain    Steel   Co. 
Ramapo   Ajax  Corp. 

Guard    Rails,    Tee    Rail    and 
Manganese 

Ramapo  Ajax  Corp. 
Wm.  Wharton.  Jr.  &  Co. 

Guards,  Trolley 

Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 

Harps,  Trolley 

Columbia    Machine   Works 
Elec.  Service  Supplies  Co. 
General  Electric  Co, 
Ohio  Brass  Co. 
Star  Brass  Works 

Headlights 

Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Ohio   Brass    Co. 

Headlining 

Columbia    Machine    Works 
Pantasote   Co.,    Inc. 

Beaters,    Bus 
Nichols-Lintern    Co. 

Beaters,   Car    (Electric) 
Consolidated   Car  Heat.  Co. 
Gold  Car   Heat.    &   Ltg.   Co. 
Railway    Utility    Co. 
Smith  Heater  Co..  Peter 

Beaters,    Car,    Hot    Air    and 
Water 
Smith    Heater   Co..   Petar 

Heaters,  Car.  Store 
Smith    Healer  Co..    Peter 

Helmets,    Welding 

Railway     Track-work     Co 
Una  Welding  &  Bonding  Co. 

Hoists  and    Lifts 
Columbia   Machine  Worki 

Hose,    Bridges 
Ohio  Brass  Co. 

Hose,  Pneumatic 

Westlnghouse   Tr.    Br.   Co. 

Instruments,  Measuring.  Test- 
ing and   Recording 
American  Steel  &  Wire  Co. 
General   Electric  co 
Westlnghouse  E.  *  M.  Co. 

'""-ripe'"*  ^'°"'-  ^'^"  •"* 

General  Electric  Co 

wr^'P^r'""  .^'"'■n'"'"  *  Ins.  Co. 
Mica  Insulator  (3o. 
Okonite  Co. 
Oj^oji'teCallender  Cable  Co. 

Westlnghouse  E.  &  M.  Co. 

Insulating  .Mschloen 
Amer.   fns.  Mactunery  Co. 

Insulating  Silk 
Irvlngton  Variiieh  *  Ine.  O). 

Insulating    Varnishes 

Irvington   Varnish  and 
Insulating  Co. 

Electric  Ry.  Eqnlpment  Co. 
EJec.  Service  Supplies  Co. 
General  Electric  Co 
frvlngion   Varnish  A  Ins.  Co 
Mica  Insulator  Co 
Okonite  Co. 
Okonite-Callender  Cabta  Co. 

Westlnghouse  E.  &  M.  Co. 

Insniatinn  Klot 
Irvington  Varnish  &  Ins.  Co. 

Insulator   Pins 

rtil"-  S""'"^  Supplies  Co. 
Ohio  Brass  Co. 


Insulators    (See   also  Line 
Materials) 

Electric  By.  Equipment  Co. 
Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Irvington  Varnish  &  Ins.  Co. 
Ohio   Brass   Co. 
Westlnghouse  E.  &  M.  Co. 

Internrban  Cars 

(See    Cars,    Passenger, 
Freight,  Express,'  etc.) 

Jacks    (See   also   Hoists   and 
Lifts) 

Columbia   Machine   Works 
Elec.  Service  Supplies  Co. 

Journal    Boxes 

Bemls  Car  Truck  Co. 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 

Lamps,  Guards  and  Fixtures 

Elec.  Service  Supplies  Co. 
General   Electric  Co. 
Westlnghouse  E.  &  M.  Co. 

Lamps,    .4rc    &    Incandescent 
(See    also    Headlights) 

General  Electric  Co. 
Westlnghouse  E.  &  M.  Co. 

Lamps,  Signal  and  Marker 
Elec.  Service  Supplies  Co. 
Nichols-Lintern    Co. 

'-'»"♦""''•  Classinoatlon 

Nichols-Linlern   Co. 

f,etter  Boards 

Cincinnati  Car  Co. 

LIrhtInc    Fixtures.    Interior 

Electric  Service  Supplies  Co. 

Lightning    Protection 

Elec.  Service  Supplies  Co. 
General   Electric  Co. 
Westlnghouse  E.  &  M.  Co. 

Line    Material     (See   also 
Brackets.  Insulators, 

Wires,   etc.) 
Electric  Ry.  Equipment  Co. 
Elec.  Service  Supplies  Co 
General   Electric  Co 
Ohio  Brass  Co. 
Westlnghouse  E.  &  M.  Co. 

Locking  Spring  Boxes 

Lorain    Steel   Co 

Wm.   Wharton.   Jr.  &  Co. 

Locomotives,  Electric 

Cincinnati  Car  Co 
Cummings  Car  &  Coach  Co. 
General   Electric  Co. 
Westlnghouse  E.  &  M    Co 


Lumber     (See     Poles, 
etc. ) 


Ties, 


Machinery,  Insulating 
American    Insulating    Ma- 
chinery Co. 

Manganese  Steel  Castings 

Bcmis  Car  Truck  Co. 
Lorain   Steel  Co. 

Manganese  Steel  Guard  Ralls 

Ramapo  Ajax  Corp. 
Wm.  Wharton.  Jr.  &  Co. 

Manganese   steel,   SpecUl 
Track    Work 

Bethlehem  Steel  Co 
Wm.  Wharton.  Jr.  A  Co. 

Manganese  steel  Switches, 
Frogs  Si  Crossings 
Bethlehem   Steel   Co 
Lorain    Steel   Co 
Ramapo  Ajax  Corp. 
Wm.  Wharton.  Jr.  &  Co. 

Mica 

Mica  Insulator  Co, 

Mirrors,  Inside  and  Outside 

Cincinnati  Car  Co. 

■Motors,   Generators,   A  Con- 
trols for  Gas  Electric  Buses 

General   Electric  Co. 

Motor   Buses    (See  Buses) 

Motnrman's  Seats 
Brill  Co..  The  J.  G. 
Cincinnati  Car  (^o. 
Elec.  Service  Supplies  Co. 

Motors,  F.lertric 

General    Electric  Co. 
Westlnghouse  E.  &  M.  Co. 

Nuts  and  Bolts 

Bemls  Car  Truck  Co 
Cincinnati  Car   Co. 


Oxyacetylene — See  Cutting 
Apparatus 

Packing 

Westlnghouse  Tr.  Brake  Co. 

Paints  and  Varnishes   (Insu- 
lating) 
Electric  Service  Supplies  Co. 
Irvington  Varnish  &  Ins.  Co. 

Paints  and  Varnishes, 
Railway 

Nat'l  Ry.  Appliance  Co. 

Pickups,  Trolley  Wire 

Elec.   Service   Supplies  Co. 
Ohio  Brass  Co. 

Pinion    Pullers 

Elec.    Service   Supplies   Co. 

Pinions   (See  Gears) 

Pins,  Case  Hardened 

Bemls  Car  Truck  Co. 

Pins,    Case    Hardened,    Wood 
and  Iron 

Ohio    Brass  Co. 
Westlnghouse  Tr.  Brake  Co. 

Pipe 

National  Tube  Co. 

Pipe    Fittings 

Standard  Steel  Works  Co. 
Westlnghouse  Tr.  Brake  Co. 

Planers   (See  Machine  Tools) 

Plates  for  Tee  Rail  Switches 

Ramapo  Ajax  Corp. 

Pliers,    Rubber    Insulated 

Elec.  Service  Sup.   Co. 

Pole  Line  Hardware 

Bethlehem  Steel  Co. 
Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Ohio  Brass  Co. 

Poles,  Metal  Street 

Elec.  Ry.  Equipment  Co. 

Poles,   Ties,   Posts,   Filing  & 
Lumber 

Bell    Lumber   Co. 
International  Creosoting  & 

Construction  Co. 
Prettyman    &    Sons.   J.   F. 

Poles  &  Ties  Treated 

Bell    Lumber    Co. 
International   Creosoting   & 
Construction  Co. 

Poles,    Trolley 

Elec.  Service  Supplies  Co. 
National  Tube  Co. 

Poles,  Tubular  Steel 

Elec.    Ry.   Equipment   Co. 
Elec.    Service    Supplies   CJo. 
National  Tube  Co. 

Fotheads 

Okonite-Callender  Cable  Co., 
Okonite  Co. 

Power    Saving    Devices 
National  Ry.  Appliance  Co. 

Pressings,  Special  Steel 
Cincinnati   Car  Co. 

Pressure  Iteguiators 

General   Electric  Co. 
Westlnghouse  E.  &  M.  Co. 
WestinghouBc  Tr.  Brake  Co. 

Punches,  Ticket 

International    Register  Co. 

Rail  Braces  &  Fastenings 

Ramapo  Ajax   C'trp. 

Rail  Grinders  (See  Grinders) 

Rail    Jolt>ts 

Illinois  Steel  Co. 
Rail   Joint    Co. 

Rail  Joints,  Welded 

Lorain    Steel    Co. 
Metal    &  Thermit  Corp. 

Rail    Welding 
Railway   Track-work  Co. 
Una  Welding  &  Bonding  Co. 

Ralls,   Steel 

Illinois  Steel  Co. 

Railway    Safety    Switches 
Consolidated   Car  Heat.   Co. 
Westlnghouse  E.  &  M.  Co. 

Railway    Welding-    (See 
Welding    Processes) 

Rattan 

Brill    Co..    The   J.    G. 
Cummings  Car  &  Coach  Co. 
Elec.    Service    Supplies    Co. 
Hale-Kilburn    Co. 


Registers   and    Fittings 

Brill  Co..  The  J.  G. 
Cincinnati   Car  Co. 
Elec.  Service  Supplies  <3o. 
International  Register  Co. 

Money    Meters    Inc. 

Reinforcement,    Concrete 

Amer.  Steel  &  Wire  Co. 
Bethlehem  Steel  Co. 
Carnegie  Steel  Co. 

Repair  Shop  Appliances  (See 
also  Cnll   Banding  and 
M'inding   Machines) 

Elec.  Service  Supplies  Co. 

Repair  Work   (See  also 
Coils) 
Westlnghouse  E.  &  M.  Co. 

Replacers,  Car 

Cincinnati  Car  Co. 

Elec.  Service  Supplies  Co. 

Resistance,  Wire  and  Tube 

Westlnghouse  E.  &  M.  Co. 

Resistances 

Consolidated  Car  Heat.  Co. 
General  Electric  Co. 

Retrievers,   Trolley    (See 
Catchers    and    Retrievers, 
Trolley) 

Rheostats 

General  Electric  Co. 
Westlnghouse  E.  &  U.  Co. 

Roofing,  Car 

Pantasote  Co..  Inc. 

Sanders,  Track 
Brill  Co..  The  J.  G. 
Elec.   Service   Supplies   Co. 
Nichols-Lintern    Co. 
Ohio  Brass  (io. 

Sash  Fixtures,  Car 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 

Sash   Metal   Car  Window 

Hale-Kilburn  Co. 

Scrapers,   Track    (See    Clean- 
ers and  Scrapers,  Track) 

Screw  Drivers,  Rubber 
Insulated 

Elec.  Service  Supplies  Co. 

Seating  Materials 
Brill  Co..  The  J.  G. 
Pantasote  Co..  Inc.,  The 

Seats    Bus 
Brill  Co..  The  J.  G. 
Hale-Kilburn  Co. 

Seats,  Car  (See  also  Rattan) 

Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Hale-Kilburn  Co. 

Second    Hand    Equipment 

Electric  Equipment   Co. 

Shades,  Vestibule 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 

Shovels 
Brill  Co..  The  J.  G. 

Shovels,  Power 
Brill   Co..    The  J.   G. 

Signals,   Car  Starting 
Consolidated  Car  Heating 
Co. 

Elec.  Service  Supplies  Co. 
National     Pneumatic    Co. 

Signal  Systems,  Block 

Elec.  Service  Supplies  Co. 
Nachod  and  U.  S.  Signal 
Co..  Ine. 

Signal   Systems,  Highway 
Crossing 
Nachod   and  U.  S.  Signal 
Co..  Inc. 


Slack  Adjusters    (See  Brake 
Adjusters) 

Sleet  Wheels  and  Cutters 

Anderson  Co..  A.  &  J. 
Cincinnati  Car  Co. 
Columbia  Machine  Works 
Elec.  Ry.  Equipment  C!o. 
Elec.  Service  Supplies  Co. 

Smokestacks,    Car 

Nichols-Lintern  Co. 

Snow-Plows,  Sweepers  and 
Brooms 
Brill  Co..  The  J.  G. 
Columbia  Machine  Works 
Cummings  Car  &  Coach  Co. 


Soldering    and    Brazing    (See 
Welding     Processes     and 
Apparatus) 

Special  Adhesive  Papers 

Irvington    Varnish    &    Ins. 
Co. 

Special  Trackwork 

Bethlehem  Sleel  Co. 
Lorain   Steel   Co..   The 
Wm.  Wharton.  Jr.  &  Co. 

Spikes 
Amer.  Steel  &  Wire  Co. 
minois  Steel  Co. 

Splicing  Compounds 
Westlnghouse  E.  &  M.  Co. 

Splicing  Sleeves  (See  Clamps 
and  Connectors) 

Springs,  Car  and  Truck 

American    Steel   Foundries 
American  Steel  &  Wire  Co. 
Bemis  Car  Truck  Co. 
Brill  Co.,  The  J.  G. 
Cincinnati   Car  C^o. 
Standard  Steel  Works  Co. 
Taylor  Electric  Truck  Co. 

Sprinklers,  Track  and  Road 

Brill  Co..  The  J.  G. 
Cummings  Car  &  Coach  Co. 

Steel  and   Steel   Products 
American  Steel  &  Wire  Co. 
Illinois  Steel  Co. 

Steps,  Car 
Brill  Co..  The  J.  G. 
Cincinnati    Car   Co. 

Stokers,   Mechanical 
Babcock  &  Wilcox  Co. 
Westlnghouse  E.  &  M.  Co. 

Stop  Signals 
Nicliols-Lintern  Co. 

Storage  Batteries  (See  Bat- 
teries,  Storage) 

Strain,  Insulators 

Anderson  Co..  A.   &  J. 
Electric  Service  Supplies  Co. 
General   Electric  Co. 
Ohio  Brass  Co. 
Westlnghouse  E.  &  M.  Co. 

Strand 

American  Steel  &  Wire  Co. 
Roebling's  Sons  Co.,  J.  A. 

Street  Cars,  Passenger  (See 
Cars,  Passenger,  Freight, 
Express,  etc.) 

Superheaters 
Babcock  &  Wilcox  Co. 

Sweepers,    Snow     (See    Snow 
Plows,    Sweepers    and 
II  rooms) 

Switch    Stands    and    Fixtures 

Ramapo  Ajax  Corp. 

Switches 
General  Electric  Co. 

Switches,   Selector 

Nichols-Lintern    Co. 

Switches   and    Switchboards 
Consolidated  Car  Heating 

Co. 
Elec.  Service  Supplies  Co. 
Westlnghouse  E.  &  M.  Co. 

Switches,  Tee  Rail 
Ramapo  Ajax  Corp. 

Switches,  Track  (See  Track 
Special   Work) 

Tampers.  Tie 
Railway  Track-work  Co. 

Tapes  and  Cloths    (See  Insu- 
lating  Cloth,    Paper   and 
Tape) 

Tee  Rail  Special  Track  Work 

Lorain    Steel   Co. 
Ramapo   Ajax   Corp. 

Telephone  and  Telegraph 
wire 

American  Steel  8c  Wire  Co. 
J.  A.  Roebling's  Sons  Co, 

Telephones  and  Parts 

Elec.    Service   Supplies  Co. 

Testing  Instruments  (See  In- 
struments, Electrical  Meas- 
uring, Testing,  etc.) 

Thermostats 
Consolidated  Car  Heating 

Co. 
Gold  Car  Heat.  &  Ltg.  Co. 
Railway  Utility  Co. 
Smith  Heater  Co..  Peter 

(Continued  on  page  40) 


June  2,  1928 


ELECTRIC   RAILWAY  JOURNAL 


39 


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iiiiiiiiiiriiiiiiiiMnriiiiiiiiiiiiiiiiiiiiiiiiriiiiiii*' 


Don't 

Take 

Cars  Out 

Of   Service 

To  Turn 

Worn 

Wheels 


THE  WHEEL  TRUING  BRAKE  SHOE  does  the  work  I 

while  your  car  is  in  service.     Don't  jeopardize  your  I 

I       schedules   by  excessive  pull-ins   owing  to   wheel  troubles.  | 

I       Use  Wheel  Truing  Brake  Shoes  and  keep  the  maximum  I 

I       equipment  in  service.    They  save  time,  labor  and  money.  | 

I  WHEEL  TRUING  BRAKE  SHOE  CO.  | 

I  Detroit,  Mich.  | 

TilllllliiiiliiniiiiiiiiiiiiriiilllliiiliiilMlliiliiiiiiiiiiiiiiiilflll'illiliiiilililitillliiiiiiiiiiiiiiiiiiiiiitllMiiiiiilllimilllliliillllllllllllllliliulf' 

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"The  Standard  for  Rubber  Insulation" 

INSULATED  WIRES 
and  CABLES 

"Okonite,"  "Manson,"  and  Dundee  "A"  "B"  Tapes 

Send  for  Handbook 

The  Okonite  Company 

The  Okonite-Callender  Gable  Company,  Inc. 

Factories,  Passaic,  N.  J.  Paterson,  N.  J. 

Salf    Officet;     New  York     Chicaro     Pittsburerh     St.  Louia     Atlanta 

Birmingham    San  Francisco    Lob  Angeles    Seattle 

Pettlngall-Andrews    Co.,    Boston,    Mass. 

F.  D.    Lawrence  Electric  Co.,   Cincinnati,  O. 

Noielty   Electric    Co.,    Phlla.,    Pa. 

Can.    Rep.:    Engineering   Materials   Limited,    Montreal. 

Cuban    Rep.:    Victor    O.    Mendoza    Co.,    Havana.  i 

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FARE 

BOXES  for  BUSES 

Let   us   tell  you   of   this  especially  de- 
signed   box   for   this    class   of   service. 


The  Cleveland  Fare  Box  Co. 

4900  Lexington  Ave.,  Cleveland,  O. 

Canadian   Cleveland   Fare  Box   Co.,   Ltd. 

Preston.  Ontario 


IC8g?rrmo  And  Sorting  Machines  Cg^i'll^  Tokens      I 
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I  Your  Name  I 

I  in  this  space  in  all  issues  where  larger  I 

I  display  space  is  not  used  backs  up  your  | 

I  advertising    campaign    and    keeps    vour  | 

I  name  in  the  classified  section.  | 

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-BELL— 


NORTHERN 


-CEDAR   POLES- 


WESTERN 


BUTT  TREATING 
ALL  GRADES 


TIES 


BELL    LUMBER   CO.,  Minneapolis,  Minn. 


Ji 


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Gets  Every  Fare  § 

PEREY  TURNSTILES    I 
or  PASSIMETERS        I 


Use  them  in  your  Prepayment  Areas  and 
Street  Cars 


^^^^  Percy  Manufacturing  Co.,  Inc.     i 

I         ^^^^^^  101  Park  Avenue,  New  York  City  I 

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"Weld   I 
Plates"  I 

The  I 

Rail  Joint  Go.   | 

165  Broadvray  | 

New  York,  N.  Y.        I 


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^ ,  'Rod^Wireand  Cable  Products 

ANA^COFIDA  anaconda  copper  mining  company 
*°"7~ji'jt™'     the  american  brass  company 

«"""  General  Otfices    -    -  _25  Broadway,  New  York 

ANACONDA  TROLLEY  WIRE 


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i  Efficient  Bus  Heating  | 

I  with  I 

The  N-L  Venti-Duet  Heater 

I  THE  NICHOLS-LINTERN  CO.  | 

I  7960  Lorain  Ave.  Qeveland,  Ohio  I 

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Si 


i;.VMAPO-A  iax-i:lliot 

hlLLHUHN,  NKW  YOHK  ^ 
NIAGARA  FA11.S.  NY. 
CHICAGO.  ILLINOIS 
,  EAST  -ST.LOUIS.  ILL. 
PUEUIO.  COLORADO 
SUPElMOn  .WISCONSIN 
LOS  ANGELES.  CAL 
NIAG.'.UA  FALI..S.  ONT, 


RAMAPO  AUTOMATIC 
RETURN  SWITCH  STANDS 
FOR.  PASSING   SIDINGS 

TEE  RAIL  SPECIAL  WORK 

(MANGANESE  WORK  A  SPECIALTY 

SALES  OFFICES  AT  ALL  WORKS 
,  M.Tin  OtrU't:  IIIM.BURN,  N.Y. 


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STUCKI    I 

SIDE      I 

BEARINGS  I 


PAIUWA\{  I  friUTy  QOM^HV 


A.  STUCKI  CO. 

Oliver  BIdg. 
Pittsburgh,     Pa.   | 
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i     § 


I    CAR  COMFORT  WITH 

■  UTILITY 


HEATERS 

REGULATORS 

VENTILATORS 


I       3341-2247     Indiana    St. 

I  Chicago,  HI. 

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Write  for 
Catalogue 


1338  Broadway 
New  York,  N.  T. 


40 


ELECTRIC  RAILWAY  JOURNAL 


June  2, 1928 


ALPHABETICAL  INDEX  TO  ADVERTISEMENTS 

This  index  is  published  as  a  convenience  to  the  reader.    Every  care  is  taken  to  make  it 
accurate,  out  Electric  Railway  Journal  assumes  no  responsibility  for  errors  or  omissions. 


Page 

American  Brass  Co..  The 39 

American   Car  Co Third  Cover 

American  Insnlatlne  Machinery 

Co , 34 

American  Steel  &  Wire  Co 26 

American    Steel    Foundries 6 

Anaconda  Copper  Mining  Co...  39 

Anderson  TAtg.  Co.,  A.  &  J 31 

Babcook    &    Wilcox   Co 33 

Beeler    Organization     32 

Bell  Lumber  Co 39 

Bemis  Car  Truck  Co 29 

Bethlehem  Steel  Company 33 

Bibbins,  J.  Rowland   32 

BrUl   Co..   The  J.  G .  .  .  .  Third  Cover 

Buchanan    St   Layng   Corp 32 

Cincinnati   Car   Co 12.  13 

Cleveland  Pare  Box  Co 39 

Collier.  Inc.^arron  G 38 

Columbia  Machine  Works  & 

M.   I.   Co 34 

Consolidated  Car  Heatin;  Co.  .  .    37 
CumniinKs  Car  &  Coach  Co.  .  .  .    21 


Day  &  Zimmermann.   Inc 32 

Differential  Steel  Car  Co..  The.  .   37 
Drum   &  Co..   A.  L 32 


Earn.  C.  1 30 

Electric  Equipment  Co 35 


Page 

Electric   Ry.   Equipment   Co.  .  .  .  34 

Electric  Service  Supplies  Co.  .  .  .  7 

Faile  &  Co..   E.  H 32 

Firestone  Tire  &  Rubber  Co.  .  .  .  23 

Ford.   Bacon   &   Davis 32 

•For   Sale  "   Ads 35 


General   Electric  Co 16.  17.  18 

Gold  Car  Heating  &  Ltg.  Co .  . .    33 
Good^'ear    Tire    &    Rubber    Co., 

Inc..    The    20 

Griflin  Wheel   Company    31 

HalcKilburn     Co 22 

"Help    Wanted"    Ads 35 

Hemphill  &  Wells 32 

Hoist    Englehardt    W 33 

Illinois  Steel  Company 25 

International   Creosoting  &   Con- 
struction  Co 16 

International  Register  Co 33 

International   Steel  Tie  Co 9 

Irvington  Varnish  &  Insulator 

Co 34 

Jackson.   Walter    .'J2 

Johnson   Fare  Box   Co ;10 

Kelker.  DeLeuw  &  Co 32 

Kuhlman    Car    Co Third  Cover 


Page 
Lorain   Steel  Co 37 

McClellan  &  Junkersfeld    32 

McGovern,    Halsey    33 

Metal   &  Thermit  Corp 10 

Mica   Insulator  Co 30 

Money  Meters.  Inc 37 

Motor    Wheel     Corp.  ..  .Front  Cover 


Nachod  and  United  States  Signal 

Co..    Inc 33 

National  Brake  Co 19 

National  Cash  Register  Co.,  The.  27 

National  Pneumatic  Co 11 

National   Ry.   Appliance   Co....    34 

National  Tube  Company 24 

Niehols-Lintern    Co.,    The 39 

Ohio    Brass    Co '.  .  .  .      5 

Okonite-Callendar  Cable  Co.,  Inc., 

The    39 

Okonite   Co..   The 39 

Pantasote   Co..   The 30 

Percy  Mfg.   Co..   Inc 39 

Positions  Wanted   and  Vacant.  .  35 

Prettyman  &  Sons.  J.  F 31 


Rail  Joint  Co..  The 39 

Railway   Track-work    Co 4 


Page 

Railway  Utility  Co 39       , 

Ramapo  Ajax  Corp 39      J 

Richey,   Albert   S 32 

Roebling's  Sons  Co..  John  A.  .  .    33 


Sanderson    &    Porter 32 

Searchlight   Section    35 

Smith   Heater  Co.,   Peter 33 

Standard  Steel   Works   Co 14 

Star  Brass  Works,  The 37 

Stevens  &  Wood,   Inc 32 

Stone   &  Webster    32 

Stucki    Co..    A 39 

Taylor  Electric  Truck  Co 37 


Una  Welding  &  Bonding  Co. 


"Want"  Ads 35 

Wason    Mfg.    Co Third  Cover 

Waukesha  Motor  Co.  .  .  .Back  Cover 
Westinghouse   Elec.    &   Mfg.  Co., 

Second  Cover 
Westinghouse  Traction  Brake  Co.  » 
Wharton,  Wni,,  Jr.  &  Co..  Inc.  .    37 

"What  and  Where   to  Buy." 

36,  38.  40 

Wheel  Truing  Brake  Shoe  Co.  .  39 
White  Eng.  Corp..  The  J.  G.  .  .  .  32 
Wish   Service.   The   P.   Edw 33 


t 


Ticket  Choppers  and  De- 
stroyers 

Elec.   Service   SuppUoa   Co. 

Tie  Plates 

Illinois  Steel  Co. 

Ties  and  Tie  Rods,  8teel 

International   Steel  Tie  Co. 

Ties,  Wood  Cross   (Sec  Poles, 
Ties,  Posts,  etc.) 

Tires 

Firestone  Tire  &  Rubber 
Co. 
Goodyear  Tire  &  Rubber  Co. 

Tongue    SwKchea 
Wm.  Wharton.  Jr.  &  Co. 

Tools,  Track  &  Miscella- 
neous 

Amer.  Steel   &  Wire  Co. 
Columbia  Machine  Works 
Elec.   Service   Supplies  Co. 
Railway  Track-work  Co. 

Towers    and    Transmission 
Ktriictures 
Westinghouse  E.  &  M.  Co. 

Track  Grinders 

Met.il    &  Thermit  Corp. 
Railway  Track-work  Co. 
Ramapo  Ajax  Corp 

Track,  Htieclal   Work 
Columbia  Machine  Works 
Ramapo  Ajax  Corp. 

Trackless  Trolley  Cars 

Brill  Co..  The  J.  G. 


WHAT  AND  WHERE  TO  BUY— Continued  from  page  38 


Transformers 
General  Electric  Co. 
Westinghouse  £.  &  M.  Co. 

Treads,  Safety  Stair  Car 
Steps 
Cincinnati  Car  Co. 

Tree  Wire 
Okoi>ite  Callender  Cable  Co. 
Okonite  Co. 

Trolley    Itases 
Ohio   Brass  Co. 
Westinghouse  E.  &  M.  Co. 

Trnlle.v    Buses 
Brill  Co..  The  J.  G. 
General  Electric  Co. 

Trolley  Material,  Overhead 

Anderson  Co..  A.   &  J. 
Elec.    Servic-e    Supplies    Co. 
General    Electric   Co. 
Ohio  Brass  Co. 
Westinghouse  E.  Il  M.  Co. 

Trolley   Pins 

Beniia  Car  Truck  Co. 

Trolley  Wheels   (See  Wheels, 
Trolley) 

Trolley    Wheel    Bnshlnfs 

Star  Brass  Works 


Trolley  Wire 

American  Brass  Co. 
Amer.  Steel  &  Wire  Co. 
Anaronda  Copper  Mln.  Co. 
Roebling's  Sons  Co..  J.   A. 

Trucks,  Car 
Bemis  Car  Truck  Co. 
Brill   Co..   The  J.  O. 


Cincinnati  Car  Co. 
Cummliigs  Car  &  Coach  Co. 
Taylor  Electric  Truck  Co. 

Truss   Planks 
National   Tube   Co. 

Tubing,   Yellow    &   Black 
Flexible    Varnishes 
Irvington   Varnish   &  Ins. 
Co. 

Tubing,   Steel 

National  Tube  Co. 

Turbines,  Steam 

General  Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Turnstiles 
Elec.  Service  Supplies  Co. 
Percy  Mfg.  Co..   Inc. 

Turntables 
Elec.  Service  Supplies  Co. 

Valves 
Ohio  Brass  Co. 
Westinghouse  Tr.   Br.   Co. 

Varnished   Papers  &  Silks 
Irvington  Varnish  &  Ins. 
Co. 

Varnishes    (See  Paints,  etc.) 

Ventilators 
National  Ry.  Appliance  Co 

Ventilators,   Car 

Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Consolidated  Car  Heating 

Co. 
Nlehols-Llntern  Co. 
Railway  Utility  Co. 


Welllrtl    Kail   Joints 
Lorain  Steel  Co. 
Metal   &  Thermit  Corp. 
Railway  Trackwork   Co. 
Una  Welding  &  Bonding  Co. 

Welders,     Portable     Electric 

General   Electric   Co. 
Ohio  Brass  Co. 
Railway  Track-work  Co. 
Una  Welding  i  Bonding  Co. 
Westinghouse  E.  &  M    Co. 

Welders,  Kail  Joint 

General    Electric   Co. 

Ohio  Brass  Co. 

Railway   Track-work   Co. 

Welding  Processes  and 
AiM'aratus 

Metal    &  Thermit  Corp. 
Ohio  Brass  Co. 
Railway   Track-work   Co. 
Una  Welding  &  Bonding  Co. 
Westinghouse  E.  *  M.  Co. 

Welding    Steel 

Railway     Track-work    Co. 
Una  Welding  &  Bonding  Co. 

Welding    Wire 
Aniencan  Steel  &  Wire  Co. 
Railw.ay  Track-work  Co. 
Roebling's  Sons  Co..  J.  A. 

Welding  Wire  and  Rods 

Railway  Track-work  Co. 

Wheels  Car,  Cast  Iron 
Griffin    Wheel   Co. 

Wheels,    Car,    Steel    A    Steel 
Tired 

Anjericau    Steel    FoniidrieH 
Bemis  Car  Truck  Co. 


Illinois  Steel  Co. 
Standard  Steel    Works  Co. 

M'heeis.   Motor 

Moto."  Wheel  Corp. 

Wheels,  Trolley 
Columbia  Machine  Works 
Elec.    Ry.    Equipment   Co. 
Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 
Star  Brass  Works 

Wlieels,  Wrought  Steel 

Illinois  Steel  Co. 

Wheel    Guards    (See    Fenders 

and  Wheel  Guards) 
Wheel  Grtntlers 
Wheel    Truing    Brake    Shoa 
Co. 
Whrel   Presses    (See  MachllM 

Tools) 
Whistles,  Air 
Ohio  Brass  Co. 
Westinghouse  E.  &  M.  Co. 
Westinghouse  Traction 
Brake  Co. 

Wlndntv  Guards  and  Flttlnfl 

Cincinnati  Car  Co. 
Wire   Rope 

American  Steel  &  Wire  Co. 

Roebling's    Sons    Co.,    J.    A.' 
Wires  and  Cables 

American  Brass  Co.,  The 

Amer.  Steel  &  Wire  Co. 

Anaconda     Copper     Mining 
Co. 

Okonite   Co. 

Okonlte-Callender  Cable  Co., 

Ine. 

Roebling's    S(ms   Co..   J.   A, 
Westinghouse  E.  &  M.  Co. 


June  2, 1928 


ELECTRIC  RAILWAY  JOURNAL 


m 


Capitalize  Comfort 


The  days  of  uncomfortable  seating  equipment  are  giv- 
ing way  to  spring  upholstered  seats  of  rattan,  leather 
and  plush. 

Brill  Seat  No.  301  is  particularly  well  adapted  for 
single-end  cars  and  buses.  Upholstered  in  plush  or 
leather  obtainable  in  a  wide  range  of  colors,  textures 
and  patterns  and  constructed  with  loose,  air  and  spring 
type  cushions,  it  is  unusually  attractive  and  comfortable. 

This  type  seat  was  the  choice  of  the  Rockford  Public 
Service  Company  for  their  single-end  interurban  type 
cars.  There  is  a  distinctive  color  scheme  for  each  of  the 
seven  car  interiors.  The  seats  are  upholstered  in  leather 
of  a  corresponding  color.  This  feature  combined  with 
the  comfortable  riding  qualities  of  the  Brill  No.  301 
type  seat  has  much  to  do  with  the  popularity  of  Rock- 
ford  Service. 

Specify  Brill  Seats — it  pays. 


The  J.  G.  Brill  Company 

Pmh-a-oeupmia..  Pa.. 


ELECTRIC  RAILWAY  JOURNAL 


a-826-LC 


The  Firit  Waukesha  Engine — 40  Roaring  Horse  Power 


The 
Roaring 
Forties 


if  an.  ft  .ft,  t;  jkc  I 


ToJay't  Quiet,  Smooth  120  H.  P.  Engine 


D-804-S 


More  than  twenty  years  of  steady 
progress  stand  between  the  first 
Waukesha  engine  and  the  present 
highly  refined  powerful  coach  en- 
gines of  today.  During  that  period 
the  Waukesha  Motor  Company  has 
introduced  the  demountable  cylin- 
der head,  fully  enclosed  valve  gear, 
the  Ricardo  combustion  chamber, 
the  truncated  non-rocking  cylinder 
block,  over-size  chrome-nickel  steel 
crankshaft,  and  the  super  -  rigid 
"girder"  type  crankcase,  many  of 
which  are  still  exclusive  Waukesha 
advantages. 


No  coach  engine  is  truly  modern  without  at 
least  some  of  these  important  features,  and 
only  a  IVaukesha  powered  coach  has  them  all. 
To  fully  appreciate  the  progress  that  has  been  made 
in  this  art  the  small  picture  at  the  left  shows  the 
present  120  H.P.  ff^aukesha  Motor  Coach  Engine. 
Send  for  bulletin  No.  592  giving  full  particulars. 


A-843-LC 


AUTOMOTIVE      EQUIPMENT     DIVtSXON 


WAUKESHA        MOTOR        COMPANY 


Waukesha 

Eastern    Sales    Off  tees 


Eight     W.    40/A    Street 


Wisconsin 

New    York    City 


Exlcusioe   Builders   of  Heavy  Duty  Automotive  Type  Engines  for  Over  Twenty  Years 


lECTBfC  RAILWAY 
JOURNAL 


Mmm 


iw-Hill  Publiabm^C^mpanv.  Ir 


JUNE  9,  1928 


Twenty  Cents  Per  C 


f  a  ni'<-t  nf  .Six-CvlindiT  \Miili-  rjnvsr* 
tllo  MTvicv  of  Ih,.  l|„M(lll  KI.m;iI,-(I  lt;,i|,v 
I  hr  liiiil.iri   I'ili'vaK'li  oiMTHlc.i    100   Wlliti'   liii- 

ml   t-i   «lil(c  Tru<k». 


A  Complete  Line  of  Busses  for  Electric  Railway  use 

^pHE  White  Company's  reputation  for  making  quality  equipment,  correctly  designed, 
goes  back  to  the  earliest  days  of  bus  transportation.     In  succeeding  years  the  sue- 
cessful  per  ormanee  o    thousands  .«f  White   Busses  has  steadily  strengthened  the  com- 
nf  wfru  "^^''^^'■'^'P-"''  "  •'^^  manufacturer.     Today  there  is  a  complete  line 

o    White  Busses^f ours  and  sixes-a  model  to  meet  the  exacting  requirements  of  every 
pnase  ot  bus  operation.  ' 


WHITE  BUS  MODEL  53  The  quality 
small  bus,  seating  from  16  to  21  passengers, 
IS  designed  for  profitable  operation  on 
routes  where  large  busses  are  impractical. 

WHITE  BUS  MODEL  50B-The  quality 
four-cylinder  large  bus  seating  25  to  29 
passengers.  The  many  hundred  now  on 
the    road   have   demonstrated   conclusively 


that  this  model  is  a  consistent  and  depend- 
able money  maker. 

WHITE  SIX-GYLINDER  BUS  MODEL 
54~The  White  Six-Cylinder  bus  ..with  its 
100  hp.  motor  and  four-wheel  Westinghouss 
air  brakes  has  established  new  standards  of 
bus  performance.  It  is  the  acknowledged 
leader  in  the  bus  field. 


TME  WHITE  COMPANY,  Cleveland 

WHITE  BUSSES 


ai:ici  ^VHITE   TRUCKS 


ELECTRIC  RAILWAY  JOURXAL 


June  9, 1928 


The  best  of  modern  cars  are  no  better  than  their  gears.  That  is  why  the  new 
W  N  Drive  is  being  specified  on  new  equipment  by  so  many  operating 
companies. 

The  W-N,  the  product  of  Westmghouse  and  Nuttall  engineering  skill,  is  the 
highly  efficient  industrial  speed-reducer  adapted  to  electric  traction  conditions. 

The  wide  helical  gears  turn  noiselessly  on  Timken  Roller  bearings  in  a  bath 
of  oil  contained  in  the  oil-tight  steel  case,  and  transfer  the  load  evenly  and 
smoothly  without  loss  of  power  and  without  vibration. 

The  new  W-N  drive  with  its  high  reduction  ratio  permits  the  use  of  light- 
weight high-speed  motors  with  their  high  efficiency;  and  produces  smoother 
starting,  quick  acceleration  and  quiet  operation.  May  we  tell  you  more  about 
the  modern  drive  for  modern  cars' 

RDNUHALL  COMPANY 

PrnSBURGH  &  PENNSYLVANIA 

Canadian  Agents: 
Lyman   Tube  &  Supply  Co.,  Montreal,  Toronto  and  Vancouver 


All    Nuttall    Products   are   sold   through   the 

Westinghouse   Electric   &   Mfg.   Co.,  district 

offices.      Refer  your  inquiries  to  the  nearest 

Westinghouse  Office: 


MORRIS  BUCK 
Managing  Editor 

JOHN  A.  MILLER.  Jh. 
Associate  Editor 

CLARENCE  W.  SQUIER 

Associate  Editor 

GEORGE  J.  MacMURRAT 

News  Editor 

<3.  W.  JAMES.  Jb. 

Assistant  Editor 


Charles  Gordon,  Editor 


Vol.  71,  No.  23 


June  9, 1928 


L.  F.  STOLL 
General  Manager 


HENRY  W.  BLAKE 
Senior  Editor 
L.  H.  CHURCH 
Assistant  Editor.  Chicago 
PAUL  WOOTON 
Washington  Correspondent 
ALEX  McCALLUM 
Editorial  R^resentatlre 
London,  England 


Pages  927-968 


CONTENTS 

Graphs  Assist  in  Lowering  Costs  and  Improving  Service  ....  930 

By  J.  R.  Blackhall 

How  can  the  railway  manager  know  whether  merchandise  tonnage  increased  or 
decreased  last  month  ?  How  can  he  tell  if  the  departments  are  staying  within 
their  budgets  ?  These  and  many  other  questions  any  management  should  be  able 
to  answer  without  hesitation.  This  article  tells  how  the  North  Shore  makes 
use  of  graphs  to  study  its  figures  and  answer  such  questions. 

Many  German  Railroads  Are  Electrified 937 

By  Kent  T.  Healy 

Since  1903,  when  the  first  suburban  line  in  Germany  was  electrified,  the  mileage 
of  electric  railroads  in  that  country  has  steadily  increased.  The  history  of  this 
expansion  and  the  characteristics  of  the  various  units  of  the  German  Federal 
Railroads  are  extremely  interesting. 


Electrical  Equipment  for  Broad  Street  Subway  Cars 

Has  Interesting  Features  . 

One-piece  armature  coils  with  "double-deck"  construction  in  the  210-hp.  motors 
and  use  of  integral,  interchangeable  switches  in  the  control  equipment,  are  some 
of  the  features  of  the  new  electrical  equipment  described  in  this  article. 


942 


Editorials .927 

Enlivening  the  Cold  Figures 
A  New  Kind  of  Transportation  Needed 
Consider  the  Customer-Owner  Carefully  in  Conversions 
Twenty-five  Years  of  Accomplishment  in  New  Jersey 
Opinions  Differed  in  Key  System  Fare  Case 
Widening  Horizons 

Successful  Selling  Requires  a  Constant  Search  for 
Buyers 


Electrically  Welded  Car  Bodies  and  Trucks 932 

What  Happens  to  an  Anti-Climber? 933 

Has  the  Economic  Limit  in  Car  Fare  Been  Reached?. 93 5 

Maintenance  Methods  and  Devices 945 

Association    Activities 947 

News  of  the  Industry 954 


McGRAW-HILL  PUBLISHING  COMPANY,  INC.,  Tenth  Ave.  at  36th  St.,  New  York,  N.  Y. 


JAMES  H.  McGRAW.  Prerident 

JAMBS  H.  McGRAW.  Jr..  V.-Pres.  and  Treaa. 

MAIiCOLM  MUIR.  Vice-President 

EDWARD  J.  MEHREN.  Vice-President 

MASON  BRITTON.  Vice-President 

EDGAR  EOBAE.  Vice-President 

C.  H.  THOMPSON.  Secretary 


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Electeic  Railway  JonitNAi.  la  official  corresoondent  In  the 
United  States  for  Unlone  Internationale  de  Tramways  de  Chem- 
Ins  de  fer  d'Int6r£t  local  et  de  Transports  Publics  Automobiles. 


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Engineering  News-Record  American  Machinist 

Power  Chemical  and  Metallurgical  Engineering 

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Electrical  Merchandising 

Ingenierfa  Internacfonal         Electric  Railway  Journal 

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(Published  in  San  Franeiaco) 

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(PuhlUlied  in  London) 


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Copyright,    1938.   by  McOrawHill  Publishing  Company.  Inc. 

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Advertising  Index — Alphabetical,  36;  Classified,  32,  34,  38;  Searchlight,  31 


ELECTRIC  RAILWAY  JOURNAL 


June  9. 1928 


MODERNIZED    TRANSPORTATION 


I 


iJ:  i: 


rM'^ 


Typical  Modem  Automatic  Railway  Sub- 
station Switchboard. 


Automatize 
with 


SPEED  is  the  demand  in  present-day  methods 
of  transportation.  Automobiles  and  busses 
have  attained  their  present  popularity  through  a- 
bility  to  meet  this  modern  and  imperative  demand. 

Street  railway  companies  have  met  this  demand 
by  the  installation  of  modernized  equipment  in- 
cluding automatic  substations. 

Westinghouse  automatics  have  proved  over  a 
period  of  years,  that  they  do  increase  scheduled 
speed  by  maintaining  proper  trolley  voltage  con- 
ditions at  all  times.  Their  superior  features  of 
design  are  responsible  for  the  success  of  Westing- 
house  automatic  substations. 

Circular  1793  completely  explains  this  equipment. 

Westinghouse  Electric  &  Manufacturing  Company 

Eait  Pittsburgh  Pennjylvania 

Sale*  Offices  in  All  Principal  Citiei  of 
the  United  Stalet  and  Poreifn  Counthes 


Westinghouse 


June  9,  1928 


ELECTRIC  RAILWAY  JOURNAL 

!and 


Considering  that  only  \%  saved  in 
operatinKexpensesaddsnearly20^ 
to  net  income,  the  importance  of 
taking  advantage  of  many  possible 
small  savings  is  readily  apparent. 
O-B  Low  Voltage  Feeder  Cable 
Clamp  Assemblies  afford  another 
opportunity  to  cut  operating  costs. 


^ 


Note  These  Advantages 

1.  Eliminates  serving,  soldering,   and 
taping  of  cable  at  dead  ends. 

2.  Cuts  installation  time  30%  or  more. 

3.  Prevents  wastage  of  three  to  four 
feet  of  cable  on  each  dead  end. 

4.  Iscompact — ladders  are  unnecessary 
for  installation. 

5.  Affords  a  neater,  more  durable  job. 


Strain  or  Semi-Tension  Assembly 

The  new  O-B  Strain  or  Semi-Tension 
Clamp  Assembly  makes  it  possible  to 
turn  corners  on  two  or  more  poles  with- 
out dead-ending  the  feeders  in  both 
directions.    Cat.  Nos.  15343-15344.  ^ 


New  O'B  Feeder  Clamp 


Saves  Time  and 

Does  a  Neater^etter  Job 

ONE-THIRD  to  one-half  the  usual  time  is  required 
to  dead-end  low  voltage  feeders,  and  from  three  to 
four  feet  of  cable  is  saved  on  each  dead  end,  with  the 
use  of  the  new  O-B  Feeder  Clamp  Assembly. 

In  addition  to  these  dollars  and  cents  savings  in  labor 
and  materials — amounting  in  many  cases  to  $7.00  for 
each  dead  end — the  new  O-B  Feeder  Clamp  Assembly 
provides  additional  insulation.  It  also  affords  a  more 
durable,  trouble-free,  and  better  app)earing  job. 

All  need  of  serving,  soldering  and  taping  cables  at 
dead  ends  is  eliminated.  Feeders  may  be  cut  off  and 
dead-ended  in  the  clamp.  Or,  the  cable  can  be  carried 
through  for  jumper  connection  to  another  feeder  either 
below  or  on  either  side  or  above  the  clamp.  Exhibit- 
ed at  the  A.  E.  R.  A.  Convention,  this  New  O-B  Feed- 
er Dead  End  Clamp  Assembly  attracted  the  interest 
and  favorable  comments  of  scores  of  overhead  men. 


Ask  your  O-B  Salesman  today  for  complete  details, 
write  for  Folder  No.  145-B.    Address 

Ohio  Brass  Company ,  Mansfield,  Ohio 

Canadian  Ohio  Brass  Co.,  Limited 
Niagara  Falls,  Canada 


Or 


>]mssCb. 


NEW  YORK  CHICAGO 

PHILADELPHIA 


PITTSBURGH  ATLANTA  CLEVELAND 

ST.  LOUIS        SAN  FRANCISCO        UOS  ANGELES 


PORCELAIN 

INSULATORS 

LINE  MATERIALS 

RAIL  BONDS 

CAR  EQUIPMENT 

MINING 

MATERIALS 

VALVES 


EL'ECTRIC  RAILWAY  JOURNAL 


June  9,  1928 


BETTER   RAIL,   BETTER  TRANSPORTATION 


Abso- 
lutely! 


ii 


A  new  car  will  prove  no  more  satis- 
factory to  the  travelling  public  when 
operated  over  poor  track  than  a  1928 
automobile  if  operated  over  a  poor 
highway  full  of  holes  and  ruts.  It 
may  not  be  as  fashionable,  but  it  is 
certainly  more  comfortable  and  less 
aggravating  to  ride  in  a  rattling 
"Lizzie"  over  a  smooth  concrete 
road  than  in  a  luxurious,  expensive 
limousine  over  a  rough  highway.  It 
is  a  matter  of  common,  every-day 
observation  that  automobile  drivers 
shun  a  highway  in  poor  condition 
and  will  go  miles  out  of  their  way  to 
use  a  road  in  perfect  condition.  A 
part  of  this  phenomena  is  to  be  ex- 
plained by  the  desire  for  speed,  but 
the  basic  reason  is  the  insistence 
upon  a  comfortable  ride.  %^ 

William  L.  Butler,  Vice  President 
Cincinnati,  Hamilton  &  Dayton  Rys. 


3132-48  East  Thompson  Street,  Philadelphia 

AGENTS : 

ChoBter  F,  Gailor.  50  Church  St..  New  York. 

Chss.  N.   Wood  Co.,  Boston 

Electrical  Enflneerlnj  &  Mff.  Co..  Plttsburg-h 

H.  F.  McDermott.  208  S.  LaSalle  St.,  Chicago 

P.  W.  Wood  Railway  Supply  Co..  New  Orleans,  La. 

Bquipraent  &  Engineering  Co..  London 

Trumar  A  Co..  Japan 


Eureka    Radial    Rail    Grinder 


Vulcan  Rail  (ii-indtM- 


KcispruciiiinK    Tracli    (iiiuilcr 


®    2330 


"AJax"  Electric  Arc   Welder 


BETTER   RAIL,   BETTER  TRANSPORTATION 


Jiiiw  9.  1928 


ELECTRIC  RAILWAY  JOURNAL 


READ  THIS 
EDITORIAL 


Are     your     track     construction 
methods  modern? 


Are  you  using  the  modern 
methods  of  saving  old  concrete 
base  with  Twin  Ties? 


Are  you  using  modern  track 
building  machinery? 


Are  you  using  four  men 
where  one  will  do  a 
better  job? 


THIS  editorial  ap- 
peared in  the  May 
19th  issue  of  Electric 
Railway  Journal.  Even 
if  you've  already  read 
it,  it  will  be  worth 
your  while  to  read  it 
again. 


Write  us  today  for  delivered  prices 
for  Steel  Twin  Ties  for  second  or 
third  quarter  delivery,  and  let  us  tell 
you  about  modern  track  building 
machinery. 

THE  INTERNATIONAL  STEEL  TIE  CO, 

CLEVELAND,  OHIO 

Steel  Twinlie  Track 

THE   BASE    OF    MODERNIZATION 


I 


ELECTRIC  RAILWAY  JOURNAL 


June  9,  1928 


Clasp  Brakes 
Speed  Subway  Operation 

In  no  other  service  does  railroad  traffic  density  approach  that  of  the  subways. 

Trains  accelerate  rapidly,  they  must  decelerate  the  same  way.  To  this  end  Clasp 
Brakes  are  a  necessity. 

With  two  brake  shoes  per  wheel  instead  of  one,  the  Clasp  Brake  produces  the  max- 
imum retarding  effect,  with  minimum  wear  and  tear  on  truck  and  journal  parts. 

The  Simplex  Multiple  Unit  Clasp  Brake  affords  smoother  braking  with  less  heating 
of  brake  shoes  and  reduces  the  number  of  "slid  flat"  wheels.  It  is  an  essential  part 
of  modem  electric  railway  equipment. 

American  Steel  Foundries 

NEW  YORK  CHICAGO  s'r^o^'^ 


Simplex  Multiple  Unit  Clasp  Brake 
for  Motor  Trucks 


June  9, 1928 


ELECTRIC  RAILWAY  JOURNAL 


This  comhination 

ends  many  trolley  worries 

Samson  Spot  Trolley  Cord 

Here's  a  trolley  cord  that  has  been  made 
especially  to  meet  all  the  conditions  of  ex- 
posure found  in  electric  railway  service.  It 
is  smoothly  braided,  pliable,  waterproof, 
uniform  in  thickness  and  guaranteed  free 
from  rough  places.  It  will  not  kink,  swell  or 
shrink,  is  free  running  and  will  give  years  of 
wear.    You'll  know  it  by  the  colored  spots. 

Combine  this  famous  trolley  cord 

— and 
Keystone  Trolley  Catchers 

and  you  have  an  unbeatable  combination. 

New  Type  Keystone  Trolley  catchers  have 
several  new  and  important  features  to  insure 
long  life  and  positive  action.  There  is  a  new 
universal  oiling  system  with  a  large  oil  res- 
ervoir; larger  rope  capacity  and  a  larger  reel; 
increased  size  of  openings  to  allow  free  move- 
ment of  the  rope  and  a  simpler  method  of 
rope  attachment.  Positive  catch  when  the 
•  trolley  leaves  the  wire  is  assured  by  a  new 
method  of  mounting  pawls. 

Write  for  further  details  on  the  Keystone 
Trolley  Catcher  and  Samson  Spot  Cord. 


KEYSTONE 


^  TROLLEY  CATCHER  V 


CAT  NO.  23154 
PATENTED 


Home  office  and  plant  at  17th  &  Cambria  St..  PHILADELPHIA:  District 
office  at  111  N.  Canal  St.,  CHICAGO:  50  Church  St.,  NEW  YORK; 
Bessemer  Bld^..  Pittsburgh:  88  Broad  St.,  Boston:  General  Motors  Bldg.. 
Detroit:  316  N.  Washing-ton  Ave.,  Scranton:  Canadian  Agents.  Lyman 
Tube  iSe  Supply  Company.  Ltd.,  Montreal,  Toronto.  Vancouver. 


MANUFACTURER  OF  RAILWAY,  POWER 


AND  INDUSTRIAL  ELECTRICAL  MATERIAL 


10 


ELECTRIC  RAILWAY  JOURNAL 


June  9, 1928 


Ifs  hard  to  tell  how  long 
they  will  last — 


amegie  froduc^ 

for 
Electric  Railways 

Steel  Cross  Ties 

Standard  Rails 
and  Rail  Joints 

Wrought  Steel 
Wheels 

Forged  Steel 
Axles 


The  unretouched  photograph  above 
shows  a  Carnegie  Tie,  just  as  it  was 
taken  from  the  road-bed,  after  eighteen 
years  of  service.  The  chief  engineer, 
in  charge  of  the  reconstruction  work, 
stated  the  ties  were  in  excellent  state 
of  preservation  after  this  long  time, 
and  both  ties  and  clips  were  in  fit  con- 
dition for  rail  renewal. 

Service  records  like  this,  and  we  have 
many  others  in  our  files,  prove  the 
wisdom  and  economy  of  laying  track 
on  a  permanent  foundation.  The  unit 
cost  (cost  per  foot  of  track  per  year)  is 
less  than  for  wood  ties.  The  use  of 
these  ties  also  insures  a  smooth-riding, 
repair-free  track  that  will  attract  pat- 
ronage and  aid  in  securing  the  satis- 
faction of  passengers. 

Carnegie  Steel  Company 

PITTSBURGH,  PENNA. 


:  1620 

RNEG I E 

Steel  Cross  Ties 


June  9, 1928 


ELECTRIC  RAILWAY  JOURNAL 


11 


The  Westinghouse  Variable 
Load  Brake  is  an  attachment 
for  use  with  straight  air  or 
semi-automatic  equipments  by 
means  of  which  the  brake 
cylinder  pressure  is  auto- 
matically adjusted  as  the  car 
weight  changes,  to  provide  the 
same  retarding  effect  through- 
out    range     of    passenger    load. 


ymrcars 
hd  the  Imfficl 


WHEN  thoroughfares  are  congested  .  .  . 
when  other  vehicles  are  contending  for 
the  right  of  way  .  .  .  when  traffic  de- 
mands are  greatest  .  .  .  are  your  cars  as  mobile  as 
other  conveyances  that  use  the  streets  .  . 
they  lead  the  traffic  rather  than  lag  behind? 


can 


Confer  with  our  repre- 
sentative regarding  the 
desirability  of  Westing- 
house  Variable  Load 
Brakes  for  your  new  cars. 


They  can  if  equipped  with  the  Westinghouse 
Variable  Load  Brake.  This  modern  brake  for 
modern  cars  is  as  effective  on  loaded  cars  as  on 
empty  cars  and  assures  uniformly  short  stops  under 
all  conditions.  It  furnishes  adequate  control  to 
enable  cars  to  hold  their  place  in  the  traffic  stream. 

WESTINGHOUSE  TRACTION  BRAKE  CO. 

General  Office  and  Works,  WILMERDING,  PA. 


V/eshnghouseTraction  Brakes 


12 


ELECTRIC  RAILWAY  JOURNAL 


June  9, 1928 


TIM 


Tapered 
Roller 


June  9,  1928 


ELECTRIC  RAILWAY  JOURNAL 


13 


To  Those 
Who  Have 


treadijvize; 


TT  WILL  develop  new 
riders  and  please  your 
present  riders  if  you  fea- 
ture your  treadles  in  your 
public  relations  work.  A 
treadle,  you  see,  is  more 
than  "just  a  piece  of  new 
equipment."  It  is  an  adver- 
tisement for  your  property* 

NATIONAL 
PNEUMATIC 
TREADLES 


NATIONAL  PNEUMATIC  COMPANY 

Executive  Office:  Graybar  Building,  New  York 

General  Works,  Rahway,  New  Jersey 

CHICAGO  MAXUPACTURED    IN    TORONTO,    CANADA.    BY  PHILADELPHIA 

518   McCormick   Building  Railway  &  Power  Engineeringr  Corp.,  Ltd.  1010    Colonial    Trust    BuildinK 


14 


ELECTRIC  RAILWAY  JOURNAL 


Jum  9, 1928 


The  Charles  A.  Coffin  Medal 
awarded  to  the  Grand  Rapids 
Railway  Company,  Grand  Rapids, 

Mioh. 


The  Grand  Rapids  Railway  Company 

-Another  Charles  A.  Coffin  Award  Winner 

that  uses  Texaco  Lubricants 


IT  is  a  big  thing  for  the  Grand 
Rapids  Railway  Company  to  have 
won  the  coveted  Charles  A.  Coffin 
medal  for  its  distinguished  contribu- 
tion to  the  development  of  electric 
transportation. 

It  is  also  a  big  thing  to  us. 

The  Grand  Rapids  Railway  Com- 
pany uses  TEXACO  Lubricants — 
TEXACO     Electric     Car     Oils, 


Electric    Railway    Com- 
and    TEXACO   Crater 


TEXACO 
pressor  Oil 
Compound. 

We,  of  The  Texas  Company,  can- 
not detract  from  this  Railway's 
splendid  achievement.  Indeed,  we 
can  only  add  to  its  glory  (and  gladly) 
by  proudly  and  publicly  congratulat- 
ing the  Grand  Rapids  Railway 
Company. 


This  Company  is  the  second  Coffin 
award  winner  that  uses  TEXACO 
Lubricants.  The  other  is  the  Penn 
Ohio  System. 

By  far  the  greatest  quantity  of 
lubricants  used  on  Electric  Railway 
Lines  throughout  the  United  States 
are  TEXACO  Electric  Railway 
lubricants. 


THE  TEXAS  COMPANY 

Texaco  Petroleum  Products 
Dept.  E6,  17  Battery  Place,  New  York  City 

OFFICES  IN  PRINCIPAI.   CITIES 


June  9, 1928 


ELECTRIC  RAILWAY  JOURNAL 


15 


—the  Upholstery 
that  invites  and 
holds  patronage 
—saves  and  serves 
as  only  this  regal 
Mohair  Velvet  can 


Chase  Velmo  —  Made  by  Sanford  Mills,  Sanford,  Me. 
L.  G.  Chase  &  Co.,  Selling  Agents,  Boston 
New  York    •    Atlantic  City    -    Detroit    -    Sao  Francisco    -    Chicago 


IC 


ELECTRIC  RAILWAY  JOURNAL 


June  9, 1928 


Carey  Elastite  System  of 
Track  Insulation — a  guaran- 
tee of  easier  riding  for  Ameri- 
ca's city  millions.  Recom- 
mended by  street  railway 
officials  everywhere. 


E 


LECTRIC  transit 

. . .  a  step  in  advance  of  the 

automobile 


improvemen  t 
field. 


PASSENGER  comfort! 
■*■  Competition  for  pas- 
senger traffic! 

And  now  the  higher 
priced  automobiles  come 
out  with  rubber-set 
springs  —  spring  shackles 
replaced  by  jalocks  of  solid  rubber.  To- 
day's improvement,  in  the  automotive 
field. 


But  today's  improvement,  for  the 
auto,  is  yesterday's,  for  the  trolley! 

For  street  railway  companies,  you 
know,  have  for  years  set  their  rails  in 
yielding  cushions  of  shock-absorbing  as- 
phalt. A  step  in  advance  of  the  auto- 
mobile— a  safeguard  for  street  car  su- 
premacy. 


The  use  of  solid  rubber  blocks  to 
replace     spring     shackles — today's 


in     the    automotive 


Carey  Elastite  System 
of  Track  Insulation! 
Easier  riding  for  Ameri- 
ca's city  millions.  An  un- 
failing means  of  main- 
taining passenger  traffic. 
Smoother,  more  quiet 
operation — a  saving  in  railway  mainte- 
nance and  a  route  to  faster  schedules. 

Carey  Elastite  System  of  Track  Insula- 
tion, as  you  know,  consists  of  a  durable, 
asphaltic  compound  substantially  reen- 
forced  with  asphalt-saturated  fibre  pre- 
formed under  heavy  pressure.  Its  use  is 
recommended  by  leading  street  railway 
officials  in  more  than  150  cities,  large  and 
small.  Of  course  you  will  want  full  in- 
formation on  this  modem  traction  im- 
provement.    Write. 


THE  PHILIP  CAREY  COMPANY,  Lockland,  CINCINNATI,  O. 


SYSTEM  OF 

TRACK  INSULATION 


June  9.  1928 


ELECTRIC  RAILWAY  JOURNAL 


17 


It  will  prove  profitable  to 
KNOW  how  we  have 
reduced  weight  and 
retained  strength 

W^hen  the  time  comes  that  you 
are  close  to  the  subject  of  purchas- 
ing new  cars  we  want  you  to  have 
all  the  details  of  Cincinnati  BAL- 
ANCED LIGHTWEIGHT  Car  ' 
construction. 

We  want  you  to  be  intimately  in- 
formed on  the  economies  we  have 
brought  about  through  modern 
engineering  and  modern  construc- 
tion— to  know  how  lightweight 
steels  and  the  liberal  use  of  alum- 
inum have  reduced  weight  and 
retained  great  strength.  When 
may  we  present  the  data? 

CINCINNATI  CAR  COMPANY 

CINCINNATI,  OHIO 

^anced 


CINaNNATI  «v»ss^  CARS 

The  Four  Features  of  BALANCED  DESIGN  are    the    Cardinal   Points   of   Today's    Demand 


18 


ELECTRIC  RAILWAY  JOURNAL 


June  9, 1928 


How  long  can  you  afford  to 
put  off  buying  equipment 
that  is  yielding  more  than 
25  per  cent  annually?  Mod- 
ern cars  are  consistently 
earning  this,  and  more,  for 
progressive  properties. 


Maumec  9-^ 


An  investment  that 

returned  40  per  cent 

The  Toledo  and  Indiana  Railway  in  November,  1924, 
replaced  nine  old  cars  weighing  32  tons  each  with  seven 
modern  light-weight  one-man  cars.  In  two  years  these 
cars  have  covered  approximately  1,050,000  miles. 

The  new  cars  reduced  maintenance  costs   2.01  cents 

per  car- mile,  power  costs  4.2  cents  per  car-mile,  and 

platform  expense  1.7  cents  per  car-mile  even  though 

^(v2fl[A  there  was  an  8  cents  per  hour  wage  increase  on  account 

n0m^9fj)  of  one-man  operation. 

A  review  of  actual  operating  costs  reveals  that  an  invest- 
Reiiabiiity.  so  vital  in  railway  mgnt  of  $105,000  is  saving  annually: 

operation,  is  not  sacrificed  in  w  .< 

the  equipment  which  General 

Electric    produces   to    effect  Maintenance  of  equipment $10,060 

reductions  in  car  weight.    The  ' 

GE-265  motors,  K-35  control,  Powet 23,824 

and  CP  compressors  on  these  /-\  »  o  no  a 

new  cars  are  daily  proving  this  UpcratOrS    WagCS ■  ■        0,7o4 

statement,  as  the  T.  &  I.  will  rr         i  o       .  it.  At  j'^-r, 

testify.  1  otal  bavings $42,668 

330-52         j 

GENERAL  ELECTRIC 


GENERAL      ELECTRIC      COMPANY,      SCHENECTADY, 


N. 


SALES      OFFICES      IN      PRINCIPAL       ClTIEfll 


Electric  Railway  Journal 


HcGraw-Hill  Publishing  Co.,  Inc. 
James  H.  McGraw,  President 


Consolidation  of 

Street  Railway  Journal  and 

Electric  Railway  Review 


Charles   Gordom 
Editor 


Volume  71 


New  York,  Saturday,  June  9,  1928 


Number  23 


Enlivening  the  Cold  Figures 

EXECUTIVES  surveying  the  various  phases  of  their 
company's  activities  are  called  upon  to  study  them 
principally  from  cold  figures.  These  figures  are  almost 
always  accompanied  by  discussions  of  the  trends  but 
these,  too,  frequently  lack  the  vital  punch.  The  executive 
may  pore  over  them  for  hours  and  at  the  end  of  the 
period  be  very  much  in  the  dark  as  to  the  actual  trends. 
At  best,  he  is  likely  to  gain  a  conception  of  the  results  for 
the  past  two  weeks  or  two  months  only,  and  does  not  get 
a  picture  of  the  activities  for  a  sufficiently  long  period 
to  draw  really  worthwhile  conclusions.  As  a  result,  he 
is  handicapped  in  making  recommendations  or  issuing 
orders  for  much-needed  improvements. 

It  is  particularly  difficult  when  making  a  special  study 
to  have  to  resort  to  plain  figures.  For  example,  in 
analyzing  the  causes  of  claims  for  merchandise  damaged 
in  transit,  if  each  claim  merely  was  listed  with  its 
cause,  no  very  definite  conclusions  could  be  drawn.  How- 
ever, if  this  same  information  was  summarized  in  a  table 
with  the  figures  totaled  for  similar  causes  for  each 
commodity  and  for  all  months  over  a  period  of  a 
year  or  more,  and  these  data  presented  in  a  carefully 
prepared  table  or  even  plotted  on  charts,  an  extremely 
valuable  analysis  could  be  made.  Likewise,  it  would  be 
difificult  to  make  a  train-service  check  over  any  extended 
period  of  time  without  actually  putting  down  in  table 
form  the  data  on  each  train  for  each  day,  including  the 
number  of  cars  scheduled,  the  number  actually  operated, 
and  how  many  were  in  excess  of  schedule  or  needed  in 
addition  to  the  nimiber  actually  run. 

Companies  that  are  making  use  of  charts  and  graphs 
to  study  the  figures  for  the  various  activities  are  reaping 
much  benefit.  An  excellent  example  of  what  can  be  done 
with  charts  is  aiiforded  in  the  experience  of  the  Chicago, 
North  Shore  &  Milwaukee  Railroad,  which  makes  ex- 
tensive use  of  them.  An  article  in  this  issue  describes  a 
few  of  the  many  forms  of  tables,  charts  and  graphs  used 
by  this  company.  The  success  which  the  North  Shore 
has  had  with  them  indicates  that  they  hold  many  possi- 
bilities for  other  systems,  too.  The  company  has  realized 
much  improvement  in  service  and  has  reduced  many  of 
its  operating  expenses  because  the  charts  made  it  possible 
for  the  management  to  get  a  true  picture  of  the  various 
t»ends.  Also,  the  practice  of  using  these  charts  before 
the  department  superintendents  and  their  supervisors  and 
foremen,  brings  to  these  leaders  the  actual  facts  and 
causes  them  to  realize  that  all  improvements  or  shortcom- 
ings in  their  respective  departments  are  being  noted. 

The  energy  consumption  curves  used  by  the  North 
hore  management  were  very  eflfective  in  reducing  the 
power  demand.  The  curves  were  studied  periodically  by 
the  general  manager,  the  superintendents  of  the  several 
divisions  and  finally  by  those  in  charge  of  the  motormen. 
I    Records  were  kept  of  the  performance  of  each  individual 


li 

\     PO 


ment,  or  who  were  getting  careless  in  handling  their 
trains,  were  given  further  instructions.  The  result  was 
that  during  the  first  nine  months  of.  1927  the  kilowatt 
hours  per  car-mile  figure  was  reduced  from  2.92  to  2.63. 
This  saving  is  typical  of  others  made  possible  by  using 
charts. 

Many  forms  of  graphs  and  tables  can  be  used  to  show 
the  widely  varying  phases  of  an  electric  railway's  opera- 
tion. There  are,  however,  certain  forms  which  are  more 
suitable  for  particular  subjects  and  the  management  must 
be  careful  to  select  the  most  effective  form.  The  North 
Shore  employs  a  great  many  forms  of  charts,  and  much 
of  the  success  in  their  use  of  them  can  be  attributed  to 
their  careful  selection. 

Many  other  companies  are  making  use  of  charts  in 
various  forms,  but  hardly  any  are  using  them  to  full 
advantage.  There  are  many  possibilities  in  connection 
with  their  use  and  managements  will  profit  by  investi- 
gating them  thoroughly. 


A  New  Kind  of  Transportation  Needed 

MASS  transportation  of  the  kind  to  which  the  public 
has  become  accustomed  and  which  has  been  devel- 
oped by  the  advent  of  the  street  car,  will  always  be  in 
demand.  But  there  is  plenty  of  information  available 
to  show  that  mass  transportation  is  only  one  of  the 
forms  of  service  that  can  be  rendered  for  carrying 
people  from  one  point  to  another.  Bearing  on  this 
point  J.  W.  Swaine  of  the  United  Railways  &  Electric 
Company  of  Baltimore,  in  an  article  in  this  issue,  points 
out  that  there  are  trends  in  riding  irrespective  of  the 
fare.  In  other  words,  since  the  rank  and  file  of  the 
urban  population  have  become  as  prosperous  as  they  are 
today  they  will  ride  the  cars,  regardless  of  the  fare,  if 
the  service  provided  is  the  service  they  want.  If  not, 
they  will  seek  some  other  means  of  travel  and  pay  for  it. 

Before  regulatory  bodies  the  plea  made  by  the  com- 
pany for  a  particular  rate  of  fare  almost  invariably  is 
based  on  the  actual  cost  of  the  then  existing  service. 
Thus  there  is  no  incentive  to  determine  if  there  is  some 
other  kind  of  service  that  will  appeal  to  the  public  and 
so  produce  an  additional  number  of  riders  or  a  greater 
income  from  the  individual  rider.  In  other  lines  of  busi- 
ness there  is  unlimited  proof  that  a  change  has  come 
in  the  demands  of  the  public.  Economists  may  rave 
about  extravagance  in  -women's  dress,  but  try,  if  you 
will,  to  buy  a  pair  of  cotton  stockings  in  any  metropolitan 
store!  Try  to  find  a  10-cent  movie  in  any  city!  Try 
to  get  a  5-cent  sandwich!  Not  only  has  the  price  gone 
up  because  of  higher  cost,  but  the  quality  has  been  im- 
proved to  meet  the  demands  of  an  ever-insistent  public. 

In  transportation,  of  course,  there  have  been  more 
radical  changes  than  in  many  other  industries,  because 
of  the  development  of  the  automobile.  But  the  auto- 
mobile has  not  robbed  its  owner  of  the  ability  to  buy 


928 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No. 23 


other  things.  Least  of  all  has  it  deprived  him  of  the 
desire  for  more  transportation.  Rather  has  it  whetted 
his  desire  for  more  transportation.  Even  with  the  drive 
for  "two  cars  to  a  family"  there  are  many  times  when 
it  is  neither  necessary  nor  desiraljle  to  use  the  auto. 
In  the  average  family,  with  its  members  going  to  various 
destinations  for  the  day's  work  or  the  evening's  pleasure, 
it  is  not  possible  for  one  vehicle  to  serve  all. 

What  is  needed  is  not  more  mass  transportation  of  the 
type  we  have  known  in  the  past,  but  development  of  a 
type  of  transportation  that  people  will  want  to  patronize 
in  the  future.  Whether  it  will  be  by  street  cars  or  by 
some  other  medium  is  a  problem  to  be  worked  out,  not 
in  the  future  but  now.  The  modern  street  cars  that 
are  being  tried  in  various  places  are  part  of  the  solution, 
but  even  modern  cars  used  in  the  old-established  way 
will  not  qualify  to  fill  all  the  demands  of  the  public. 
What  is  needed  most  is  a  thorough  study  to  determine 
what  the  people  will  buy  in  the  way  of  transportation. 
With  that  type  of  transportation  to  sell,  the  railway  will 
not  have  much  difficulty  in  getting  the  right  to  furnish  it, 
and  at  a  price  that  .will  be  remunerative. 


Consider  the  Customer-Owner 
Carefully  in  Conversions 

BANKERS  and  utility  company  executives  can  ill  af- 
ford to  ignore  the  bearing  which  the  present  disposi- 
tion to  call  in  high-grade  preferred  stocks  has  on  the 
matter  of  public  relations.  The  theory  is  correct  that  in 
periods  of  easy  money  the  effort  should  be  made  to 
redeem  both  high  interest  bonds  and  high  dividend-bear- 
ing preferred  stock,  but  as  a  writer  in  the  Electrical 
World  points  out,  thousands  upon  thou.sands  of  cus- 
tomers and  employees  are  facing  the  problem  of  rein- 
vesting the  proceeds  of  preferred  stodks  now  being  re- 
deemed at  stated  call  prices.  Probably  most  of  these 
security  owners  are  reaping  a  profit  on  the  purchase  price 
of  their  holdings,  but  to  them  the  i)rocess  of  conversion 
or  retirement  is  one  with  which  they  are  not  familiar.  A 
definite  reduction  in  income  from  the  one  now  being 
received  from  jjreferred  issues  stares  them  in  the  face, 
and  the  course  for  the  customer  or  employee  owner  to 
follow  needs  sympathetic  consideration  by  the  invest- 
ment banker  and  by  the  utility  man  concerned  in  the 
distribution  of  company  securities. 

The  utility  company  which  has  conducted  vigorous 
customer-ownershij)  campaigns  may  well  do  what  it  can 
to  send  its  preferred  stock  holders  financial  explanations 
which  will  enable  them  to  understand  the  situation  and  in 
the  long  run  to  suffer  as  little  as  possible  from  a  change- 
due  to  the  working  of  the  unchangeable  law  of  supply 
and  demand.  Where  the  operating  or  holding  company 
has  sought  investment  money  from  customers  or  em- 
ployees, it  now  has  a  real  opportunity  to  perform  an  im- 
portant task  in  public  relations  by  helping  its  investors  to 
adju.st  themselves  to  the  new  conditions.  That  all  of  the 
companies  are  not  taking  advantage  of  this  opportunity 
is  shown  by  the  ])erfunctory  tenor  of  call  notices  issued 
by  some  of  the  utilities.  True,  various  incentives  to 
invest  in  lower-rate  preferreds  are  being  offered  holders 
of  called  stocks,  but  that  has  not  always  been  .so.  In 
many  ca.ses  the  preferred  stock  holder  need  lose  little  or 
no  income  if  he  "switches"  with  intelligence,  and  oppor- 
tunities still  exist,  indeed,  for  actual  increase  of  total 
income  through  jnirchase  of  listed  equities.     For  others 


the  possibilities  of  bond  appreciation  should  not  be  over- 
looked. There  is  no  need  to  embark  on  a  program  of 
responsibility  for  advice  concerning  investments,  but  the 
opportunity  exists  for  the  utilities  to  build  warm  business 
friendships  with  customer  and  employee  owners  during 
this  transition  period  in  security  values.  Certainly  the 
utilities  should  be  careful  not  to  do  anything  that  will 
tend  to  destroy  the  spirit  of  good  will  engendered  in  the 
]5ast  by  their  intelligent  handling  of  the  customer-owner- 
ship plan. 


Twenty-five  Years  of  Accomplishment 
in  New  Jersey 

IT  IS  no  mere  flower  of  speech  to  say  that  New  Jersey 
is  a  diamond  mine  richer  than  Kimberley.  Compara- 
tively speaking,  the  state  has  just  begun  to  grow.  In  the 
near  future  a  vast  community  will  exist  between  the 
Hudson  and  the  Delaware  Rivers.  These  natural  bar- 
riers have  only  recently  yielded  to  the  work  of  man  in 
tunnels  and  bridges  of  which  the  present  evidences  are 
merely  the  beginning.  All  this  means  obligation  for  the 
Public  Service  Corporation  of  New  Jersey  and  its  per- 
sonnel, but  that  corporation,  through  its  officials,  is  fully 
conscious  of  the  responsibility  imposed  by  the  growth  of 
the  territory  served. 

As  Owen  D.  Young  said  at 'the  dinner  to  President 
McCarter  which  marked  the  high  point  in  the  celebra- 
tion of  the  25th  anniver,sary  of  the  founding  of  the  cor- 
]5oration,  in  imagination  is  the  leadership  of  the  world. 
The  founder  of  the  New  Jersey  company  certainly  had 
imagination.    But  a  corporation  can  be  no  more  articulate 
than  is  its  personnel,  and  it  is  the  accomplishment  of  the 
Public  Service  i)ersonnel,  from  the  president  down,  that 
marks  the  corporation  as  worthy  of  the  trust  a  whole j 
state  has  reposed  in  it.     Among  the  many  things  which! 
illustrate  this  is  the  loyalty  of  all  the  employees,  best 
evidenced  perhaps  by  the  750  of  all  ranks  eligible  for  the 
10  per  cent  .salary  bonus  which  Mr.  McCarter  himself 
announced  as  a  slight  token  of  appreciation  "to  all  em-  j 
l)loyees    who    have    been    with    the    company    since    itsj 
inception. 

There  have  been  trials  and  tril)ulations  in  New  Jersey,  1 
many  of  them,  but  through  pros])erity  and  adversity  the] 
officers  and  em])Ioyees  have  been  dominated  by  the  pur- 
jjose  to  make  the  vision  of  the  founder  of  the  company 
reality.     That  is  a  never-ending  task,  since  the  vision  of 
the  founder  is  a  vision  that  constantly  sees  ahead.     A3^ 
tangible  evidence  of  that  vision  there  is  the  $293,000,000 
expended  by  the  corporation  on  its  system  since  the  com-i 
pany  was  founded  in  1903.     But  even  that  amount  willj 
seem  small  by  comparison  with  the  sum  that  will  un- 
doubtedly go  into  the  property  in  the  next  25  years. 

In  the  past  the  transportation  problem  has  cause 
the  comi)any  concern,  but  with  the  co-ordination  of  trol-j 
ley,  bus  and  de  luxe  bus  on  a  statewide  scale  and  the  morfl 
recently  indicated  disposition  even  to  go  into  the  taxicab 
business,  the  solution  of  that  problem  appears  to  be  a^ 
hand.  The  New  Jersey  company  is  a  striking  instance 
of  the  fact  that  public  utilities  have  assumed  a  jilace  ir 
the  social  structure  second  in  importance  only  to  that  of 
the  government.  That  the  officers  and  the  rank  and  file 
of  the  Public  Service  Corporation  recognize  iuUy  that  th« 
interdependence  of  the  people  and  the  utilities  become^ 
greater  as  the  extent  of  the  service  grows  and  its  uses 
multiply  is  proved  by  the  record  of  their  accomplishment.! 


June  9,  1928 


ELECTRIC  RAILWAY  JOURNAL 


929 


Opinions  Differed  in  Key  System 
Fare  Case 

JUST  how  much  nearer  is  a  solution  of  the  fare  prob- 
lem on  the  Key  System  Transit  Company  than  it  was 
last  fall  remains  to  be  seen.  An  advance  has  been  al- 
lowed in  commutation  rates,  but  the  so-called  local  fares 
have  been  kept  by  the  commission  at  7  cents,  and  the 
single-trip  ferry  fare  at  21  cents.  The  plea  of  the  com- 
pany was  for  a  10-cent  local  fare  and  a  25-cent  single 
ferry  fare.  Apparently  the  commissioners  were  reluc- 
tant to  throw  an  added  burden  on  ferry  riders  and  they 
ajjpear  to  have  agreed  that  the  company  would  not  benefit 
by  a  10-cent  local  fare.  In  fact,  one  of  the  commission- 
ers expressed  the  opinion  that  the  company  would  prob- 
ably have  been  better  off  had  it  retained  the  6-cent  fare, 
since  there  were  more  than  4,000,000  fewer  riders  in 
the  first  seven  months  after  the  increa.se  to  7  cents.  This 
very  result  appears  to  have  been  the  determining  factor 
in  the  recommendation  of  the  commission  last  November 
that  the  company  experiment  with  a  5-cent  zone  plan.  To 
this  proposal  the  company  demurred.  Coupled  with  the 
suggestion  of  the  commission  at  that  time  was  a  10-cent 
cash  fare,  a  $1  weekly  pass,  and  an  off-peak  5-cent  cash 
fare  between  the  hours  of  9  a.m.  and  4:30  p.m.  A  $1.50 
weekly  pass  good  in  two  or  three  zones  also  was  part  of 
this  plan.  The  disposition  of  the  commission  in  its  latest 
ruling  was  to  criticize  the  company  for  its  unwillingness 
to  adopt  the  experimental  fare  suggested  by  the  com- 
mission. 

It  must,  of  course,  be  acknowledged  that  fare  experi- 
ments are  fraught  with  danger,  particularly  since  the 
opportunity  for  the  carrier  to  recoup  any  losses  is  always 
so  remote.  On  the  other  hand,  it  would  be  priceless  to 
know  in  any  particular  situation  just  what  had  better  be 
done.  And  that  cannot  be  determined  without  recourse 
to  experiment.  According  .to  Mr.  Swaine's  article  else- 
where in  this  issue,  fare  is  not  the  chief  factor  affecting 
travel.  Even  the  doctors  disagreed  in  the  recent  Key 
System  case.  As  one  of  the  commissioners  put  the 
matter,  "competition  and  economic  conditions  have  be- 
come far  more  potent  than  the  order  of  any  regulatory 
body  such  as  the  Railroad  Commission."  The  further 
point  made  by  one  of  the  commissioners  also  is  admis- 
sible, that  to  a  very  large  extent  the  riding  public,  by  its 
disposition  to  use  or  reject  service,  fixes  and  determines 
the  rate  of  fare.  Certainly  the  variety  of  the  service 
rendered  by  the  company  and  the  disposition  of  the  resi- 
dents of  the  territory  to  constitute  themselves  into  units 
tend  to  complicate  the  situation  on  the  Key  System. 


Widening  Horizons 


be  of  greatest  usefulness  to  the  industry  by  disregarding 
for  the  nonce  the  details  of  their  profession  and  devoting 
themselves  to  a  .search  for  new  and  untried  methods  of 
securing  business  for  their  companies. 

While  several,  very  promising  ideas  were  born  of  that 
meeting  and  arrangements  are  already  under  way  to 
adopt  at  least  one  of  them,  the  outstanding  thing  remains 
that  these  men  gained  a  broader  vision  of  the  part  they 
might  play  in  improving  the  affairs  of  their  companies. 
Beyond  the  existing  boundaries  of  their  present  program 
of  work  they  envisioned  a  broadening  horizon  of  useful- 
ness for  the  accountant  through  the  application  of  ac- 
counting experience-  to  the  outstanding  problem  of  the 
industry — that  of  building  revenue  in  the  face  of  a  con- 
stantly increasing  swarm  of  private  automobiles.  Let  us 
hope  that  other  groups  in  the  industry  will  take  it  upon 
themselves  to  match  these  accountants  in  spirit  and 
viewpoint. 


Successful  Selling  Requires  a  Constant 
Search  for  Buyers 

WHEN  electric  railways  undertake  to  employ  adver- 
tising for  the  several  purposes  to  which  it  may  be 
adapted,  they  accept  the  obligation  to  produce  as  adver- 
tised. Although  the  ride,  whether  by  car  or  bus,  is  a 
salable  product,  its  character  varies  widely  on  different 
properties.  Advertising  becomes  impotent  when  its  prom- 
ise outreaches  performance.  Nor  can  advertising  used 
to  inform  the  public  regarding  transportation  matters  be 
expected  to  work  miracles  in  changing  public  opinion 
overnight  on  a  question  in  controversy. 

Advertising,  to  be  effective,  must  be  sincere  and  it 
must  stay  within  the  facts.  When  used  to  sell  a  product 
it  puts  upon  management  and  employees  the  obligation  to 
])roduce  as  advertised.  When  employed  to  disseminate 
information,  ample  time  must  be  allowed  for  the 
jniblic  to  absorb  the  message ;  the  various  facts  of  the  rail- 
way story  must  be  told  and  retold,  regularly  and  per- 
sistentl}^ 

Speaking  before  the  Illinois  Electric  Railway  Associa- 
tion several  weeks  ago,  E.  E.  Soules,  publicity  manager 
Illinois  Power  &  Light  Corjxjration,  said  that  the  modern 
manager  has  learned  that  it  is  futile  to  rush  into  print  and 
to  expect  the  public  to  join  in  the  mourning  after  his 
company  is  in  trouble.  Co-operation  and  understanding 
can  be  expected  only  if  he  has  been  telling  the  public  all 
along  his  hopes  and  ideals  and  the  facts  of  his  business. 

In  this  merchandising  age  electric  railways,  like  other 
industries,  must  recognize  that  the  advertising  specialist 
can  do  his  work  effectively  only  when  given  the  oppor- 
tunity to  plan  a  consistent  campaign  over  a  period  of 
years.  It  is  true  that  advertising  tends  to  bring  about 
improvement  of  the  product.  It  does  so  through  the 
effect  the  promise  of  good  service  has  upon  the  attitude 
of  the  company's  own  employees.  But,  to  repeat,  the 
promise  must  not  over-reach  the  actual  performance 
— otherwise  the  advertising  becomes  not  only  dishonest 
but  ridiculous  as  well. 

Granted  a  really  worth-while  product,  the  creation  of 
new  customers  is  dependent  on  constant  and  compelling 
reiteration.  The  C|ualities  of  the  Gold  Dust  Twins  or 
Palmolive  Soap  are  well  known  only  because  they  have 
l)een  far  more  than  twice-told  tales.  The  same  principles 
apply  in  the  merchandising  of  railway  rides.  The  search 
for  Inivers  must  be  constant,  consistent  and  cumulative. 


Graphs  Assist  in  Lowering  Costs  and 

Improving  Service 

North  Shore  management  uses  charts  to  study  work 
of  its  several  departments.  Merchandise  handled, 
wages,  passenger  service  delays,  equipment  costs  and 
energy  consumption  are  some  of  the  items  charted 

By  J.  R.  Blackhall 

General  Manager  Chicago,  North  Shore  SC  Milwaukee  Railroad,  Highwood,  III. 


EXTENSIVE  use  of  graphs  is  made  by  the  Chicago, 
North  Shore  &  Milwaukee  Railroad,  Highwood, 
111.,  to  check  the  work  of  its  several  departments 
and  the  activities  of  the  company  as  a  whole.  Their  use 
has  enabled  the  management  to  analyze  the  regular  re- 
ports more  closely,  with  the  result  that  many  economies 
have  been  effected  and  several  service  improvements 
made. 

In  the  merchandising  dispatch  department  the  tonnage 
has  been  increased,  station  labor  reduced,  more  efficient 
methods  of  handling  adopted,  the  cost  per  ton  for  handling 
reduced  and  the  general  movement  of  freight  accelerated. 
In  addition,  tables  showing  the  causes  of  damage  to  com- 
modities and  the  kind  of  commodities  for  which  claims 
were  entered,  have  enabled  the  company  to  reduce  its 
total  amount  of  claims  an  appreciable  amount.  Pas- 
senger train  delays  have  been  reduced  to  a  minimum  antl 
revenue  built  up  because  of  the  improved  service.  Elec- 
trical energy  has  been  saved  not  only  on  the  short  runs 
but  also  on  the  long  runs  of  both  the  passenger  and 
freight  trains.  Other  accounts  also  have  been  reduced 
and  budgets  have  been  planned  more  closely.  In  many 
other  ways  the  charts  have  aided  in  effecting  economies. 

Figures  for  plotting  the  graphs  are  secured  from  regu- 
lar reports  submitted  by  the  department  heads  and  from 
the  records  of  the  company.  These  graphs,  especially 
those  dealing  with  budget  control,  are  presented  to  the 
budget  and  expense  committee,  which  meets  every  second 
Tuesday.  Here,  before  all  the  department  heads,  the 
general  manager  reads  from  the  tables  and  graphs  the 
record,  by  accounts,  of  each  department  for  the  month 
and  the  period  to  date. 

Any  account  showing  an  unexpected  fluctuation  is 
questioned  and  if  the  department  head  cannot  at  oncf 
explain  this,  he  finds  and  reports  later  the  reason  for 
the  deviation  from  the  budget.  After  a  careful  analysis 
by  this  committee  the  information  is  distributed  amon^ 
the  department  chiefs  or  used  to  illustrate  talks  given 
before  the  superintendents  as  a  group.  Department 
heads,  in  turn,  use  them  in  talking  before  their  super- 
visors and  foremen.  Many  ])hases  of  the  work,  such  as 
freight  handling,  train  delays,  passenger  revenue  and 
energy  consumption,  are  discussed  before  the  groups  at 
regular  intervals. 

Numerous  forms  of  charts  are  prepared  to  illustrate 
the  data.  Among  these  are  straight  line  graphs,  hori- 
zontal straight  line  graphs,  tables  and  ledger  sheets  with 
colored  squares  to  indicate  important  figures,  as  amounts 


1.30 


Jan.      Feb.     Mar      Apr.      Moy     June     July      Aug.     Sip+.      Oci       Nov.     Dco,! 

Fig.  1 — Curves  showing  total  tons  of  merchandise  handled  at  all 
stations  of  the  system,   average  cost  per  ton   for  station  laborJ 
merchandise  dispatch  car-miles  and  train  wages 


overspent  and  cars  used  in  excess.  Combinations  of  othe| 
conventional  forms  are  used  for  special  illustrations 
Some  of  the  graphs  compare  actual  figures  for  a  certaid 
year  with  those  of  the  preceding  year,  while  others  com? 
])are  the  data  by  months.  Still  others  present  the  actua 
amounts  with  the  budgeted  amounts  for  a  definite  periodl 
Separate  graphs  are  plotted  for  the  individual  items  of 
certain  accounts,  permitting  a  more  thorough  analysis. 

Several  charts  are  prepared  each  month  showing  the 
figures  for  the  merchandise  dispatch  (le])artnient.  In  adr 
dition  to  monthly  comparisons  of  toiniage,  cost  per  ton 


6X0 


June  9, 1928 


ELECTRIC  RAILWAY  JOURNAL 


931 


and  the  number  of  warehouse  and 
office  men  employed,  curves  are  plotted 
showing  the  figures  for  the  past  year 
and  the  year  previous  for  total  tons  of 
merchandise  handled  at  all  stations, 
the  tonnage  handled  at  each  station, 
the  average  cost  per  ton  for  station 
labor,  trqin  wages  and  the  merchan- 
dise dispatch  per  mile.  A  typical 
group  of  merchandise  curves  is  shown 
in  Fig.  1.  A  similar  group  of  charts 
is  made  up  for  each  freight  station  of 
the  system  and  these  charts  are  iised 
in  meetings  with  the  freight  agents  for 
the  respective  stations.  Tables  listing 
the  claims  by  commodities  and  by 
causes  are  prepared  and  used  also  in 
meetings  with  the  freight  agents.  These  have  proved 
very  helpful  in  reducing  the  claims  for  the  department. 
In  the  accompanying  table  is  a  typical  classification  of 
claims  by  causes. 

Train  Scheduling  Simplified  by  Service  Checks 

Service  checks  are  made  of  all  trains  and  the  data 
plotted  on  charts  for  use  in  scheduling  the  trains  on 
future  runs.  The  system  schedules  an  average  of  360 
trains  of  one  to  six  cars  through  a  densely-populated 
territory  in  which  the  traffic  is  different  each  day  of  the 
week.  Because  of  these  reasons  it  is  a  difficult  task  to 
assign  the  proper  number  of  cars  to  the  various  trains. 
The  company  wishes  to  furnish  sufficient  cars  to  satisfy 
the  customers,  yet  must  not  because  of  the  excessive  cost 
provide  cars  in  excess  of  what  are  needed.  Economi- 
cal scheduling  requires  a  uniformly  distributed  load  on 
the  trains,  so  the  company  makes  very  close  checks  of  the 
trains  in  the  following  manner : 

Every  conductor  prepares  a  traffic  card,  indicating  the 
number  of  passengers  on  his  train  and  listing  the  stations 
of  the  particular  division  on  which  he  is  serving.  These 
traffic  cards  are  turned  in  to  the  transportation  depart- 
ment, where  they  are  compiled  and  entered  on  a  sheet 
giving  the  train  number,  the  number  of  cars  and  the 


Train 

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LE6END 
Two  cars  scheduleolj  5  run  ^  3  edrai  c^eadbeadee^ 
Tivo  cars  scheo/u/ec/y  Z  run  ^  2  were  aUrighf 
Three  cars  schec/uled^  2  run  ^  /  shori;  neec^ed  three 
Three  cars  scheclulecl,4  run  ,  I  car  extra,  not  c/eac/headeol 

Fig.  2 — Service  check  of  nine  trains  for  an  eight-day  period. 
The  scheduled  cars  for  five  days  in  advance  also  are  given 


passengers  at  the  various  stations.  A  chart  is  prepared 
showing  for  each  day  of  the  month  and  for  each  train 
the  number  of  cars  scheduled  for  that  particular  run,  the 
number  actually  run,  the  number  that  were  dead-headed 
and  whether  the  train  as  operated  had  enough  or  an  excess 
of  equipment.  This  chart  also  shows  the  number  of  cars 
the  transportation  department  proposes  to  run  for  each 
train,  the  number  being  checked  by  data  of  previous  runs. 
For  example,  if  the  company  on  Tuesday  was  deciding 
what  number  of  cars  to  schedule  for  the  coming  Thurs- 
day, it  would  check  back  three  Thursdays  to  see  what 
equipment  had  been  used  and  whether  it  was  sufficient  or 
not.  Use  of  this  method  has  saved  the  company  a  con- 
siderable number  of  car-miles  in  its  interurban  service. 


MERCHANDISE  DISPATCH  CLAIMS  BY  CAU8ES,  SHOWING 
AMOUNTS   PAID   FOR   ALL   STATIONS 

1927 


Jan- 
Causes  uary 
Rough  handling $  1 77 


Concealed  damage. 
Shortage  entire  package. 

Pilferage 

Concealed  loss 

Freezing 

Fire 

Wreck 

Damage  by  water 

Unlocated  loss 

Delay 

Improper  loading 

Improper  refrigeration. . . 

Unlocated  damage 

Error  in  delivery 


196 
98 
8 

"2 


Feb- 
ruary 

$352 
126 
195 

■3 
23 


5 
41 


March 

$150 

327 

149 

2 

12 


57 
10 


April 

$189 

244 

128 

9 


May 

$134 

158 

159 

"1 


June 

$168 

66 

137 

2 


20 

'50 


Total $481       $754       $707 


97 
$673 


5 
19 
6 


$478       $480 


I 


Fig.  3 — Comparison  of  passenger  revenue  and  car-miles  for  1926 
and  1927.    Estimated  passenger  revenue  for  1927  is  plotted  also 


Fig.  2  shows  a  train  service  check  of  nine  trains  for  eight 
days  and  the  number  of  cars  scheduled  for  five  days  in 
advance.  In  addition  to  the  car  scheduling  checks,  pas- 
senger revenue  and  car-miles,  both  actual  and  estimated, 
are  plotted.  Figures,  by  months,  for  the  past  year  and 
the  year  previous  are  used. 

Much  Has  Been  Done  to  Reduce  Car  Delays 

Car  delays  have  been  reduced  to  a  minimum  on  the 
North  Shore  by  classified  checks  of  the  causes  of  delays 
and  constant  effort  on  the  part  of  both  management  and 
employees  to  eliminate  them.  Each  month  a  report  is 
prepared  which  lists  all  delays  for  the  period  and  gives 
the  date,  number  of  the  train,  the  time  lost  and  the  cause 
for  each  delay.  The  delays  are  allocated  to  the  following 
departments  according  to  the  responsibility  for  their 
occurrence:  Trolley,  equipment,  transportation,  power 
and  way.  Copies  of  the  monthly  reports  are  furnished 
to  all  supervisors  and  the  delays  are  discussed  at  their 
meetings.    Because  the  delays  are  charged  to  the  various 


932 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  N 0.23 


1                                      EQUIPMENT 

JAU. 

FtZ. 

UJJl. 

uPK. 

ux 

1     29     Suptrini«mlerif(  ot   Equipmfni 

Legend 

;90l     Sil.rif, 

137 

23 

«1 

4W 

W 

2902     Supplin  and  EKp«nin 

22 

6 

IB 

n 

Aaounts  overspent,   shaded. 

10     PjiMngcr    anil  Combiniiion    Cari 

1   ,    __ 

1                     JOOl     PaintinK  ind  ^  irniihing 

ii043 

17SW 

1714 

16Z7 

1607 

More  than  $500                 909 

J002    C.r  BodiM 

560 

•   18 

352 

567 

227 

JOOJ     Di«»   B»re  and   Dr«U  RiglCing 

46  a 

0 

ITC 

189 

437 

Use  than  SSOO                U5 

J004    Tiuck* 

t(»l 

-^ 

747 
11K 

1512 

U3 

Anounts  underspent. 

1006     Air  Brake  Equipment 

iz 

52 

liT 

10 

8S 

unshaded. 

J007     Air  Cofnptf»»ori  and    Covfmorj 

19 

42 

„„u 

, 

20 

1 

JOOl     Hc4t«n 

H6 

»* 

65 

172 

* 

Ul 

JO09    B«pair»   Due   ro  Accidenu 

2856 

1058 

,„i**, 

75« 

7S1 

JOIO    Wiring,  ticept  lor  Eleciricil  E<|uipiDcni  of  Ctr» 

79 

l4lt 

4)ti» 

120 

15 

ion     W'bMl.  and  A»lCT 

908 

280 

855 

1370 

587 

Jl      Freight.  E<prr»  and  Mail  Car« 

-  — 

i 

ilOl      Eiprm  Can 

HI 

» 

558 

433 

1156 

8l 

L— ^_____-^ 

3102     Fieighi  ;>nd   Ma.^  C«i 

■ 

392 

647 

1 ^ 

■ 

184 

1£9 

14<;  1 

1 

17     Shop  ExpcnK 

— ' 

■ — ~ — 

1 1 

■ 

1 — ~1 

]701      Hcatinc   and    Lighling  Sbdps 

312 

«8 

■-m 

lOS 

£10 

i702     Milc.  Supplin   and    Eapeni«,  incl  amall  hand  inolv  tK. 

s!oa 

tu 

66 

1 

£6 

Actual  SxpoDeoB  -  No  Daprecidtion 

3617S 

:s:20 

31616 

50521 

32479 

Budfat  Allowed  -   Dapreciation  Deducted 

34220 

54220 

35170 

32220 

pi920 

-     ■ 

•  — 

Difference  In  actual  and  budgeted 

aoounts  for  total  ejuip««ot 

19SS 

liOO 

1554 

1989 

559  1 

1 

Fig.  <t — Section  of  an  equipment  account  showing  for  five  months  the  amounts  under-spent 
and  over-spent  for  each  particular  item 


I 


departments,  a  rivalry  exists  among  them  and  every  em- 
ployee makes  an  effort  to  keep  down  the  delays  in  his 
department. 

Closer  and  more  accurate  budgeting  is  made  possible 
by  using  budget  control  sheets.  One  of  the  sheets  pre- 
pared for  equipment  is  shown  in  part  as  Fig.  4.  The 
complete  sheet  gives  the  amount  that  each  individual 
account  was  over-expended  or  under-expended  with  re- 
spect to  the  budget.  Similar  sheets  are  kept  for  power, 
conducting  transportation,  way  and  structures,  traffic,  ad- 
vertising and  miscellaneous.  The  equipment  report  show.s 
that  the  mechanical  department  was  able  to  perform  its 
work  with  little  more  than  the  amount  allowed  it  on  the 
budget.  Those  directly  responsible  for  the  work  of  the 
departments,  the  various  supervisors  and  foremen,  arc 
conferred  with  in  regard  to  the  charts,  so  that  these  men 
as  well  as  the  management  know  the  costs.  This  results 
in  a  much  better  esprit  de  corps  among  the  men  at  all 
times. 

Checks  are  made  of  energy  consumption  on  every 
branch  of  service  of  the  company,  and  the  data  on  a 
kilowatt-hour  per  car-mile  basis  ])lotted  on  charts.  Be- 
cause of  the  extremely  high  speed  of  the  trains  and  the 


4.0 

1 5,8 


\ LESEWb ' ^  T" 

^^—  Sfcel  car  trains  of  motor  cars  only       _ 
'  —  Stie/  car  f rains  of  mofvr  cars  and  frailtrs 


Fig.  5 — Maximum,  minimum  and  average  kilowatt-hours  per  car- 
mile  for  steel  car  trains  composed  of  motor  cars  and  for  trains 
of  motor  cars  and  trailers  in  Milwaukee  limited  service 


rigid  schedules,  a  number  of  the  motormen  did  not 
consider  it  possible  to  effect  any  energy  saving.  How- 
ever, the  preparation  of  charts  showing  the  energj-  con- 
sumed and  the  further  instruction  of  motormen  whd 
were  careless  and  unmindful,  resulted  in  huge  savings. 
During  the  nine  months  in  1927  from  January  to  Sep- 
tember, inclusive,  the  kilowatt-hours  per  car-mile  were 
reduced  from  2,92  to  2,63,  Additional  charts  are  kept 
which  record  the  performance  of  each  motornian  in  the- 
various  classes  of  service.  This  information  is  furnished 
the  division  superintendents  and  the  power  inspector,  so 
that  an  immediate  check  can  be  made  of  each  individual 
motorman.  If  a  motorman  is  using  more  than  the  aver- 
age, he  is  given  additional  instruction  in  energy  saving. 
Some  of  the  motormen  who  ])reviously  have  operated 
their  trains  economically  become  lax  and  waste  energy. 
The  system  enables  the  inspectors  to  check  these  men  also. 
Only  a  few  of  the  large  number  of  charts  used  suc- 
cessfully by  the  company  have  been  described.  Other> 
are  playing  equally  as  imjiortant  parts  in  lowering  ojjerat- 
ing  costs  and  improving  the  company's  service  to  the 

iniblic, 

^ 

Electrically  Welded  Car  Bodies 
and  Trucks 

SUCCESS  following  the  substitution  of  electric  weld- 
ing for  rivets  in  building  construction,  has  suggested 
to  .some  European  electric  railway  managers  that  electric- 
welding  might  be  used  to  advantage  to  car  body  and  truck 
construction.  The  Liege  Consolidated  Tramway  has 
actually  built  a  car  in  which  the  members  of  the  steel 
framework  were  joined  by  welding  rather  than  by  rivets. 
The  saving  in  weiijht  is  estimated  as  between  9  and  10  jier 
cent.  The  reduction  in  energy  consumption  thus  gained 
is  not  the  only  advantage,  in  the  opinion  of  the  company, 
as  there  is  thought  to  be  also  a  saving  in  car  maintenance 
and  also  a  reduction  in  noi.se.  The  use  of  the  same  .sys 
tern  for  car  body  construction  is  ])roposed  by  the  Turin 
'i'ramways,  and  the  Lausanne  Tramways  has  built  truck 
frames  by  the  same  system. 


What  Happens  to  an  Anti- Climber 

In  a  severe  collision  between  two  trains  in  a  station  on  the  Hamburg  Elevated 

Railway,  the  anti-climber  on  one  car  was  bent  and  a  coupler  support 

broke.   Otherwise,  the  damage  was  slight  and  there 

was  no  overriding  of  one  car  by  the  other 


By  Dr,  W,  Mattersdorf 

Manager  Elevated  Division  Hamburg  Elevated  Railway,  Hamburg,  Germany 


At  left,  end  of  Hamburg  elevated  car  before  addition  of  automatic  coupling  and  anti-climber.    At  right,  after  their  addition 


CARS  of  the  Hamburg  elevated  railway  were 
equipped  last  year  with  an  automatic  universal 
coupler  and  also  with  an  anti-climber,  consisting  of 
horizontal  projecting  ribs.  The  first  two  illustrations 
show  the  front  of  the  car  before  and  after  this  remodel- 
ing. The  new  coupler  served  very  well  during  normal 
operation,  but  until  recently  experience  as  to  how  it 
would  behave  during  a  wreck  was  lacking.  A  collision 
which  occurred  on  March  30  of  this  year,  however,  has 
now  provided  remarkable  testimony  of  the  excellent 
properties  of  this  equipment. 

The  collision  occurred  at  the  Briickenstrasse  station  on 
the  Elevated  line,  and  its  cause  was  that  the  station 
attendant  by  mistake  gave  a  clear  signal  for  the  entrance 
into  the  station,  although  the  train  ahead  was  still  stand- 
ing there.  Consequently  the  second  train  entered  and 
hit  the  solidly  braked  train  ahead  of  it  at  the  consider- 


able speed  of  30  km.  (19  miles)  per  hour.  The  effect 
of  the  impact  upon  the  standing  train  was  great.  In 
fact,  it  was  pushed  bodily  along  the  tracks,  while  the 
incoming  train,  losing  its  inertia,  stopped  almost  im- 
mediately after  giving  its  blow.  Before  the  second  train 
stopped  the  distance  between  it  and  the  colliding  train 
was  8  m.  (26  ft.).  The  following  describes  what  ha])- 
pened  during  the  collision. 

The  colliding  trains  coupled  automatically  without 
damage  to  the  couplers.  This  provided  a  rigid  connec- 
tion between  the  two  trains  and,  with  the  anti-climber, 
helped  to  keep  the  platform  of  the  first  car  of  the  in- 
coming train  from  climbing  over  the  platform  of  the 
rear  car  of  the  stationary  train.  However,  the  draft 
gear  guide  directly  behind  the  coupler  head  of  the  in- 
coming train  broke,  causing  the  coupler  to  drop  down. 
It  hung  onto  the  struck  car,  as  shown  in  the  third  illus- 


933 


934 


ELECTRIC  RAILWAY  JOURNAL 


Vol.7\.No.2?, 


The  c.irs  bcc.iiiK-  couplt d  .it  the  time  of  the  collision,  but  the  impact  broke  the  coupler  support  of  the  colliding  car.  As  the  stationary 
car  went  forward  from  the  blow,  it  took  both  couplers  with  it,  as  shown  in  the  left-hand  view.  The  right-hand  view  shows  the  end 
of  the  colliding  car  with  the  damage  done  to  the  anti-climber.  Except  for  broken  glass,  there  was  practically  no  other  injury  to 
the  cars 


tration,  falling  upon  the  roadbed.  The  two  colliding  cars 
were  undamaged,  aside  from  broken  glass  panes  from 
the  heavy  shock. 

How  well  the  anti-climber  took  up  the  shock  can  be 
seen  from  the  fourth  illustration.  It  was  the  first  type 
of  this  device  installed  made  up  of  three  angle  irons,  as 
illustrated   in   the   first   line  drawing.      From   the   view 


given  of  the  anti-climber  after  the  collision,  it  is  evident 
that  the  round  faces  of  the  coupler  heads  bent  down  the 
lower  angle  iron  and  that  the  rivet  heads  fastening  the 
angle  irons  on  the  stationary  car  left  their  marks  on  the 
horizontal  rib  of  the  oncoming  car. 

This  accident,  for  the  first  time  on  the  Hamburg  sys- 
tem, demonstrated  the  great  value  of  the  anti-climber  in 


Anti-climbers  in  I-Iamburg  were  formerly  built  up  from  several  angles  (see  left-hand  section). 
Now  they  are  made  in  one  piece,  as  shown  at  the  right 


June  9, 1928 


ELECTRIC  RAILWAY  JOURNAL 


935 


a  serious  collision.  When  it  is  con- 
sidered that  telescoping  of  the  cars 
causes  most  of  the  injuries,  the 
safety  afforded  by  the  anti-climber 
in  such  accidents  cannot  be  too  highly 
stressed. 

In  the  latest  anti-climber  used  on 
the  Hamburg  Elevated  division,  the 
ribbing  no  longer  is  provided  by 
riveting  angle  irons  together,  but  the 
anti-climber  is  rolled  in  one  piece,  as 
shown  in  the  second  line  drawing. 
How  slight  the  damage  was  to  the 
cars  is  best  indicated  by  the  statement 
that  both  trains  proceeded  to  the  re- 
pair shop  under  their  own  power. 
Since  the  electric  coupling  cables  be- 
tween the  cars  were  ruptured,  it  was. 
of  course,  first  necessary  to  make  the 
needed  electrical  reconnections. 

A  detailed  account  of  the  coupling 
with  which  the  cars  are  equipped  was 
published  in  the  issue  of  Electric 
Railway  Journal  for  Sept.  10, 
1927,  page  435.  It  was  patterned 
after  one  of  a  somewhat  similar  type 
used  by  the  Philadelphia  elevated 
railway  but  is  of  somewhat  lighter 
design. 

The     mechanical     and     pneumatic 
parts  were  supplied  by  the  Scharfen- 
berg-Ku])p'ung,    A.G.,   and   the   electrical   parts   by   the 
railway    department    of    the    Allgemeine    Electricitats 
Gesellschaft  of  Berlin. 


Comparison  of  Daily  Averages  of  Revenue    Passengers  and    change  in  Rates  of  Fare 
for  Balfimore,  St.Louis  and  Cleveland 


Has  The  Economic  Limit  in 
Car  Fare  Been  Reached? 

Records  by  months  since  1920  of  passengers  carried 
in  Baltimore,  Cleveland,  Brooklyn,  Pittsburgh,  St. 
Louis  and  Boston  show  no  definite  connection 
between  changes  in  traffic  and  changes  in  fares, 
and  indicate  that  a  charge  of  10  cents  a  ride  is  not 
the  economic  limit  in  street  railway  fares 

By  James  \\'.  Swaine 

Statislician  I'nitcd  Railways  &  Electric  Company, 
Baltimore.  Md. 


7i 


Daily  averages  of  revenue  passengers  compared  for  Baltimore, 
St.  Louis  and  Cleveland 

It  will  be  noticed  that  from  1920,  on  the  shown  there  was  no  change  in  {are  in  St. 
right  hand  side  of  the  chart,  there  is  a  Louis,  but  there  were  a  number  of 
striking  similarity  in  the  graphs  of  the  changes  in  fare  on  each  of  the  other  two 
three     properties.       During     the     period        properties. 


gers  carried  during  December  for  several  years  by  the 
electric  railways  in  the  cities  named,  together  with  the 
dates  of  the  changes  in  fares  on  those  properties.  The 
second  chart  shows  similar  data  for  the  month  of  August. 

In  the  first  chart  it  will  be  seen  that  in  Boston,  where 
a  10-cent  flat  fare  is  in  effect  (except  on  a  few  local  lines, 
on  which  the  fare  in  1921  was  5  cents  and  is  now  6^ 
cents),  there  has  been  a  constant  increase  in  revenue  pas- 
.sengers  carried  since  1919  except  in  one  year.  In  the 
other  cities  whose  records  are  charted,  varying  figures 
for  passengers  carried  are  shown,  but  in  general  the 
traffic  is  somewhat  more  than  in  1917  and  has  been  fairly 
constant  since  1920.  The  fact  stands  out  clearly,  how- 
ever, that  the  variations  in  passengers  carried  bear  little, 
if  any,  relation  to  the  changes  in  fares. 

Attention  will  now  be  directed  to  the  second  chart  of 
passengers  carried  during  the  same  years  but  in  the 
month  of  August.  Here  the  trend  since  1920,  in  all  cities 
except  Boston,  has  been  steadily  downward.  It  will  also 
be  seen  that  this  chart,  like  the  other,  shows  the  strik- 
ing fact  that  this  trend  has  occurred  irrespective  of 
the  changes  in  fares,  whether  they  have  been  up  or  down. 
Thus  in  both  charts,  the  line  for  Brooklyn,  (Brooklyn 
City  Railroad)  has  about  the  same  direction  as  those  for 
Baltimore,  Cleveland,  Pittsburgh  and  St.  Louis,  although 
in  Brooklyn  the  fares  were  kept  at  5  cents  flat,  whereas 
the  fcires  in  the  other  cities  were  increased.  The  one 
exception  in  both  of  these  charts  is  Boston,  the  one  city 
of  the  six  charging  a  10  cent  flat  fare.  Here  revenue  pas- 
sengers have  steadily  increased  during  the  winter  months 
ever  since  the  10  cent  flat  fare  was  inaugurated,  and  the 
summer  months  have  held  their  own. 


Reasons  for  Less  Traffic  in  the  Summer 

The  reasons  for  this  falling  off  of  traffic  in  the  sum- 
mer time  as  compared  with  winter  must  be  sought  in 
other  causes  than  changes  in  fares,  as  the  trend  is  so 


936 


ELECTRIC  .RAILWAY  JOURNAL 


Vol.7\.No2?> 


1917    1918     1919    1920    1921    1922    1923    1924    1925    1926  1927    1928 


5* 


o  Fare  change  increase  + 
O  Fare  chancy  o/ecrease  — 


Bosion  has  a  /ew  local 
lines  which  in  1921  were 
-5^ now  6/^*^  no  transfers- 


1917      1918     1919     1920  1921     1922    1923    1924    1926     1926   1927   1928 


These 


charts  show  the  daily  average  of  revenue  passengers  during  a  typical  winter  and  a  typical  summer  month  in  five  American 
cities  of  approximately  the  same  size.     The  chart  at  the  left  is  for  the  month  of  December  for  eleven  years; 
that  at  the  right  is  for  the  month  of  August  during  the  same  years 


uniform  and  general.  The  chief  reason  is  undoubtedly 
the  growth  of  automobile  riding,  which  has  brought 
about  a  substitution  of  the  automobile  for  the  street  car, 
especially  in  the  summer,  whereas  during  the  inclement 
days  in  the  winter,  automobiles  are  more  likely  to  remain 
in  the  garage.  This  same  theory  probably  explains  the 
marked  difference  in  trend  for  winter  travel  in  Boston, 
as  compared  with  the  other  five  cities.  The  cold  winters 
with  their  heavy  .snows  in  the  narrow  streets  of  that  city 
undoubtedly  discourage  winter  automobile  travel  to  a 
greater  extent  than  in  any  of  the  other  five  cities  men- 
tioned. 

Another  cause  for  the  falling  ofif  of  travel  in  summer, 
though  jjrobably  of  less  importance  than  the  influence  of 
the  automobile,  is  the  growing  tendency  in  summer  for 
stores  and  offices  to  suspend  work  on  all  or  part  of  Sat- 
urday. This  custom  permits  many  people  to  make  week- 
end trips  from  Friday  night  or  .Saturday  noon  to  Mon- 
day morning  and  takes  out  of  the  city  many  who  would 
otherwise  patronize  the  street  railway.  In  Baltimore,  for 
exam])le.   where  the  figures  are  available,  while  week- 


day riding  during  the  summer  has  remained  fairly  con- 
stant, heavy  losses  have  occurred  in  revenue  passengers 
on  Saturdays  and  Sundays. 

To  resume,  then,  these  charts  indicate  that  fares  as 
high  as   10  cents  flat  are  not  responsible   for  losses  in; 
revenue  passengers.     For  this  reason  it  cannot  fairly  be] 
said  that  a  flat  rate  of  10  cents  even  approaches  the  eco- 
nomic fare  limit. 

Monthly  RKa)RD.s  from  Three  Cities 

The  chart  reproduced  on  page  935  compares  the  daily 
averages  of  revenue  ])as.sengers  ( with  change  in  rates  of  J 
fare)  for  Cleveland,  St.  Louis,  and  Baltimore,  from  19171 
to  the  middle  of  1926.  It  will  be  noted  that  the  fluctua-l 
tions  in  almost  every  case  occur  indei)endently  of  al 
change  in  the  rate  of  fare.  This  is  ])articularly  striking,! 
as  St.  Louis  had  no  change  in  fare  from  early  in  1920] 
to  the  end  of  the  chart,  yet  its  trend  is  almost  identicalj 
with  Cleveland  and  very  similar  to  B)aItiniore.  Both  of 
these  two  cities  had  fare  changes  during  the  period  shown  ' 
in  the  chart. 


Latest  type  yard  construction  in  Bavaria,  with  simple  insulation,  grounded  cross-spans  and  track  isolation 

Many  German  Railroads 
Are  Electrified 


Expansion  of  electric  lines  has  been  steady.  Distribu- 
tion systems,  locomotives  and  other  equipment  differ 
on  various   units  of  the  German   Federal   Railroad 


By  Kent  T.  Healy 

Research  Associate  Yale  University,  New  Haven,  Conn. 


PROGRESS  in  the  electrification  of  the  German 
main-line  railroads  has  been  rapid  since  the  forma- 
tion of  the  new  operating  company  pursuant  to  the 
reorganization  of  railroads  in  that  country  under  the 
Dawes  plan.  The  mileage  of  electrified  track  has  gone 
up  from  382  in  1924  to  773  at  the  end  of  1927.  More 
than  that,  there  are  201  additional  miles  of  track  on 
which  the  installation  of  electrical  equipment  is  under 
way  at  present.  The  number  of  electric  locomotives 
went  up  from  114  in  the  earlier  year  to  316  at  the  close 
of  the  last  year,  and  98  more  locomotives  are  on  order. 
Corresponding  increases  in  multiple-unit  cars  have  been 
made.  From  1924  to  1926  the  ton-miles  hauled  went 
up  from  1,236,000,000  to  4,000,000.000,  an  increase  of 
225  per  cent.  More  complete  figures  are  given  in  an 
accompanying  table. 

The  change  in  the  situation  is  the  more  marked  in  that 
electrification  of  the  German  railroads  was  begun  many 
years  ago.  The  first  installation  was  in  1903,  when  two 
suburban  lines  in  the  Berlin  district  were  equipped,  one 
for  direct  current  and  the  other  for  single-phase  alternat- 
ing current.  The  latter  was  installed  for  experimental 
purposes,  but  was   followed  with  a  commercial  single- 


phase  road  in  1907,  when  the  Hamburg  suburban  lines 
were  equipped  with  this  system  utilizing  3,300  volts 
at  25  cycles. 

In  1910  the  heavy  traffic  lines  north  of  Leipzig  were 
electrified,  also  for  single-phase  alternating  current  but 
at  a  pressure  of  15,000  volts  and  a'  frequency  of  16§ 
cycles.  The  Mittenwald  Railroad  on  the  Austrian  fron- 
tier was  constructed  for  electric  operation  in  1913.  This 
served  as  the  beginning  of  the  Bavarian  electrification, 
which  has  become  the  largest  imit  in  Germany.  The 
lines  in  the  mountainous  territory  in  Silesia,  equipped  for 
electric  operation  in  1919,  have  become  the  second  largest 
group.  Electrification  of  all  the  suburban  lines  out  of 
Berlin  was  started  in  1924,  when  a  preliminary  line  to 
Oranienburg  was  equipped  with  a  third-rail  system  for 
800  volts  direct  current.  The  electrification  of  the  Ber- 
lin lines  is  the  outstanding  feature  of  the  German  Fed- 
eral Railroad  Company's  electric  traction  program  at  the 
present  time.  Articles  appearing  in  the  Nov.  5  and 
Nov.  26,  1927,  issues  of  this  paper  described  in  detail 
the  Berlin  electrification  and  the  cars  to  be  used  on 
the  line. 

In  general,  the  policy  of  the   various   railroad   units 


n 


938 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  N 0.23 


poppenbbt+el 

1^    (20roufe  mitts) 


^ 


ri/^^" 


GERMANY       '^--'^^'kC^l 


>m%BERUN 


Magdeburg 
VllrouH  mi7es)\ 


^3600Hw. 


.mi 


^-^-A 


mi6,50CiKw.  I 
Halle  (iOuipsiq  \    I 

i  Jf  Gorltfx 

I        ^Dresden 

J 


/ 


iNumbenq    ' 

■<      i 


gjelt 

Uebaiift         ■ 
yV)\b**''    '24)>00Kw. 

(162  rouH  miles)       Glotz 
CZECHO-  SLOVAKIA 

LEGEND 

Main  sivam  lines 

Single  f-rack  elecfric  lines 

Double  iracic  in  operah'on 

Jan  1, 1927 

Single  t-nack  under 

consfrucHon 


''^O.OOOKw. 

atftOOKw.  (2J3routK  ===  Double  track  under 

•f^ miles)  construction 

\Ve'''^ ■    Steam  potver  plants 


Junich 

iKochwl' (''oSalzberg     D     Hydro -elecfric  potter  phnh 

%IOOI^&  i  ^    5"t>siations 

S.ri.rn.+r'^""*""  AUSTRIA 


Five  principal   regions  are  served  by   the  electrified   lines  of  the 
German  Federal  Railroad  Company 

has  been  to  generate  their  electrical  energy  individually, 
rather  than  to  buy  from  independent  power  companies, 
The  power  plant  which  supplied  the  Silesian  group  was 
first  privately  owned,  but  the  arrangement  proved  so 
unsatisfactory  that  it  was  later  purchased  by  the  railroad 
company.  Proponents  of  the  two  plans  again  advanced 
arguments  when  the  decision  to  electrify  the  Berlin 
suburban  lines  was  made.  The  situation  was  particularly 
tense,  since  three-phase  current  at  commercial  frequencies 
was  to  be  used  for  transmission  instead  of  the  single- 
phase,  low-frequency  system  adopted  on  the  trunk  lines. 
The  railroad  company  argued  that  it  would  be  cheaper  to 
produce  the  electrical  energy  than  to  buy  it,  that  the  com- 


'Stabi'+ype 


Cooranfted 


Dry 
flashover, 

Test  sfrrngth.neOOIb.; 
Dry  flashovtr,  lOSfiCOY.; 
Wet  fhshover, 
70,000  V.  (tiorizontal)  and 
iiOOO  Y.  (suspension) 


fHin  type  porcelain 
I  L ,^  I    i  Dnflaslmtr, 


mt    /I 

flashoyef^ 
85,000  V. 


I  7      \  I  ^•^ 

<- r-T— ^    V^Y/et 


U- 


000  V: 
'tflmhc 
74,000y. 


■J 


l^mflaslK^r, 


Porcelain  IMor'iype 


U 7i'  •») 

Teststninlh.ll,0O0lb.i 
Dtyfhsfmer./OO^OOOV.j 
Wetflaslxvtr, 
90fiOOV.(hori20nh>l) 
and  eS,OOOV.(suspemion) 


pany  did  not  wish  to  be  electrically  connected  with  a  net 
that  would  spread  the  damage  of  other  failures  to  its 
own  service,  and  that  it  seemed  better  from  an  organi- 
zation point  of  view  to  have  so  important  an  element  in 
the  production  of  transportation  under  its  own  wing. 
Representatives  of  the  power  companies  replied  that  the 
railroad  was  not  fairly  nor  soundly  figuring  its  costs  as 
to  freight  and  depreciation,  that  modern  switching  and 
protective  equipment  prevented  the  spread  of  failures  in 
the  network,  and  that  the  advantage  of  several  power 
sources  was  considerable.  Only  recently,  and  after  much 
pressure,  did  the  railroad  give  up  the  plan  to  build  its 
own  power  plant. 

Most  of  the  power  plants  are  steam  operated.  Both 
the  Silesian  and  Leipzig  plants  are  in  coal  fields,  the 
former  using  hard  coal  and  the  latter  the  so-called  brown 
coal.  The  Bavarian  group  is  supplied  by  energy  from 
one  main  hydro-electric  plant  at  the  headwaters  of  the 
Isar  River  and  several  smaller  plants  lower  down  on 
the  same  river.  Coal  is  expensive  in  this  region,  so  that 
a  considerable  saving  is  being  effected  in  the  use  of 
water  power. 

Substations  Chiefly  of  Indoor  Type 

Electrical   energy    for  the   railroad   is   transmitted   aX, 
potentials  varying  from  60  kv.  to  100  kv.     All  lines  ar 
designed  for  single-phase  a.c.  at  low  frequency,  so  tha^ 
no  phase  or   frequency  conversion   is  necessary  at  thfl 


Four  types  of  insulators  for  15  kv.  overhead  consttuction 

A:  "HtaM"  type — Guaranteed  strength,  10,500  lb.;  test  strength. 
17,800  lb.;  dry  nashover,  108,000  volts;  wet  flashover,  70,000  volts 
(horizontal),  and  54,000  volts  (suspension). 

B:  Double  porcelain — Dry  flashover,  107,000  volts;  wet  flash - 
over,  85,000  volts. 

C:  Porcelain  "motor"  type — Test  strength,  11,000  lb.;  dry  flash- 
over,  100,000  volts;  wet  flashover,  90,000  volts  (horizontal)  and 
65,000  volts  (suspension). 

D:  Pin  type  porcelain — Dry  flashover,  90,000  volts;  wet  flash- 
over,  74,000  volta. 


Substation  feeders 


Typical  StoMon  and  Yard 


_.\\i 


Midpoint 

between 

substations 


4\ 


;  ^^closei 


Illy 

•CI 


Normally 
I  closed 

1^  Automatic  oil 
^circuit  breaker 

/ ,        Disconnect 
Switches 


T^J^sT         \\      /^  \^       in^l     (Ott,er         '" 
brmally  ^  Normally      V  TT     stations) 


,L.      »/,  Normally        .    ^. 

Normally  open    closed         \    \ 


-  Track  sectional! zofion 
-Horn  gap  switches 


Distribution  of  switching  system  for  a  typical  station  and  yard 

substations,  which  supjjly  an  unusually  large  area,  causing 
high  load  factors.  In  the  Leipzig  section  the  substations 
are  from  3,600  to  6.000  kva.  capacity,  each  supplying! 
approximately  37  route-miles.  In  the  Silesian  section 
the  capacity  of  two  substations  is  6,400  kva.  and  of  a 
third  4,800  kva.  with  an  average  mileage  of  54  for  each. 
Three  substations,  two  with  10,000  kva.  capacity  and  one 
with  15,000  kva.  capacity,  supply  273  miles  of  road  in 
the  Bavarian  territory,  an  average  of  91  miles  each. 

Most  of  these  substations  are  of  the  indoor  type.  The 
high-tension  switching  arrangement  is  standard,  though 
the  switches  themselves  open  through  resistances  incor- 
porated in  the  tanks.  The  transformers  are  placed  in 
isolated  compartments  with  frail  doors,  a  safety  measure 
in  case  of  blowouts.  The  transformers  are  rated  at  130 
per  cent  load  for  two  hours,  150  per  cent  for  30  min- 
utes, and  200  per  cent  for  ten  minutes.  The  impedance 
permits  about  9  per  cent  normal  voltage  on  short  circuit.  ■; 

The  15-kv.  switching  in  the  modern  substations  is^ 
handled  by  resistance  breakers,  with  a  rupturing  capacity 
of  200,000  kva.  in  each  feeder  circuit.  These  open  on 
overload  with  a  definite  time  limit.  They  are  connected 
to  either  of  two  buses  by  disconnect  switches.  In  con- 
junction with  these  buses  is  a  high  resistance  that  can  be 
connected  between  either  bus  and  the  full  voltage  terminal 
of  the  transformers,  so  that  a  given  feeder  can  be  ener- 


June  9.  1928 


ELECTRIC   RAILWAY  JOURNAL 


939 


gized  at  full  voltage  from  the  spare  bus  with  a  niininiuni 
of  10  amp.  flowing.  This  is  used  for  testing  a  given 
circuit,  having  the  advantage  that  full  potential  is  app'ied 
at  the  fault  with  a  low  current  that  is  not  destructive. 

For  over-voltage  protection  fairly  satisfactory  results 
are  obtained  by  a  sphere  gap  to  ground,  shunted  Iiy  an 
oil  switch  and  resistance,  which  automatically  shorts  the 
gap  when  it  discharges.  The  switch  immediately  ojiens 
following  the  discharge. 

Bavarian  Distribution  System  Has 
Notable  Features 

The  distribution  system  of  the  most  recent  electrifica- 
tion in  Bavaria  is  of  ])articular  interest  because  of  its 
effectiveness  in  isolating  faults,  its  simplicity  and  its  low 
cost.  Each  main-line  track  is  fed  separately  from  the 
substations  at  both  ends  through  oil  circuit  breakers. 
Midway  between  the  two  substations  is  another  automatic 
oil  switch  separating  the  two  halves.  This  switch  is  nor- 
mally closed,  but  it  opens  instantaneously  on  about  ,350 
amp.  overload.  It  thus  divides  the  track  section  in  liaKes, 
allowing  operation  on  the  imaffected  portion  to  continue 
with  energy  from  the  corresponding  substation.  This 
intermediate  oil  switch  is  also  arranged  to  close  auto- 
matically if  the  voltages  on  the  two  sides  are  in  proper 
phase  relation.  The  main-line  tracks  are  sectionalized  at 
all  stations  with  motor  or  manually-operated  horn-gap 
switches.  There  are  ties  between  tracks  which  are  nor- 
mally open.  Sidings  and  yards  are  fed  off  either  track 
through  other  horn-gap  switches  which  are  kei)t  open 
when  the  tracks  are  not  in  use. 

This  distribution  system  is  under  the  control  of  the 
substation  operators  in  the  districts.     With  the  opening 


MILES  OF  electrified  TRACK  AT  ENDS  OF  YEARS  1924-1927,  GERMAN 
FEDERAL  RAILROADS 


Miles  electrified 

Electric  locomotives 
Multiple-unit  cars. . 
Ton-miles  hauled. . . 
Kilowatt-hours  used 


1923 

382 

114 

191 

1,236,000,000 

64,000,000 


1924 

405 

152 

250 

1,730,000,000 

84,000,000 


1925 

582 

246 

287 

3,080,000,000 

148,000,000 


1926 

652 

301 

343 

4,000,000,030 

192,000,000 


1927 
773 
316 
341 


Build- 
ing 
201 
98 
699 


CHARACTERISTICS   OF   GERMAN    ELECTRIFIED  .SECTIONS 


Section 
Silesia    .  ,  . 
Leipzig. .  .  . 
Bavaria . . . 
Baden    . . . 

Berlin 

Hamburg. 
Others 


Miles  of 
Electrified 

Lines 
Oper' 
a  ting 

158 


.service 

Heavy  grade,  general- .  158  56         71 

Heavy  local, pas.senger.  113                    75 

.Some  grades,  general.  .  378  50         49 

Miscellaneous 30                    16 

Suburban 70  95 

Suburban 20                   ... 

Miscellaneous 4                     S 


— End  of  1927- 


Locomo-       Multiple 
tives  Units 

Being  Oper-    Or-    Oper-     Or- 
Built  ating  dered  ating    dered 


21 
29 
47 


21 
3 

25 

140 

150 

2 


2 
15 


341 


Power 
Plant, 
Kw. 
24.000 
26,500 
79,600 


28,500 


Single-track  line  showing  use  of  concrete  poles 

of  a  breaker  on  a  feeder,  the  circuit  is  first  tested  through 
the  current  limiting  resistance.     If  8  to  10  amp.  flows 
there  is  a  serious  short  on  the  line,  not  merely  a  flashover. 
_.      The  operator  gets  in  touch  with  the  station- 
masters   and    signal    men   who   operate   the 
various    sectionalizing    switches,    and    asks 
them  to  cut  oiT  the  track  section  by  section, 
starting   from   the  point  where  the  middle 
breaker  has  sectionalized  the  line.     As  each 
section  is  cut  oflf  a  test  is  made  with  the  low 

current   circuit,    and   if    it   does   not 

show  clear  other  sections  are  opened 
in  turn  until  the  faulty  section  is 
found.  The  maintenance  men  are 
then  sent  out  to  repair  the  fault. 

The  maintenance  groups  usually 
are  furnished  with  small  rail  motor 
cars  for  maintenance  requiring  only 
light  ladders.  For  heavier  work 
tower  cars  are  handled  by  steam  loco- 
motives   drafted    from    some    other 


-Year  1926- 


Millions  of 


Ton- 
Miles 
1,170 
1,087 
1,130 
73 
102 
436 


Load 
Fact.or  in 
Per  Cent 

38 

42 
31  to  37 

33 


Old  type  yard  construction  with  crossbeams  in  Silesia.     Note  absence  of  deflectors  and  use  of  intermediate  wire 


94U 


ELECTRIC  RAILWAY  JOURNAL 


F0/.7  l,.Vo.23 


^^=i— 


Yard  section  breakers  with  simple  insulation.     Messenger  insulator 
removed  from  arcing  region  for  protection 

service  when  needed.  The  latest  equipment  for  the  heavy 
work  is  a  self-propelled  car,  with  a  collecting  pantograph 
for  operating  a  motor-generator  set  off  the  15-kv.  contact 
wire  when  in  live  sections.  The  car  is  driven  by  d.c. 
motors,  which  are  sujiplied  from  either  the  motor-gener- 
ator set  or  storage  batteries  charged  by  it.  A  second 
pantograph  is  used  when  in  a  dead  section  for  grounding 
the  contact  wire  readily  and  for  gaging  its  alignment  at 
the  same  time.  The  size  of  maintenance  crew  varies. 
A  typical  group,  however,  is  one  of  seventeen  men  which 
takes  care  of  62  route-miles,  of  which  12  miles  have  four 
tracks  and  the  remainder  double-track. 

Many  Types  of  Overhead  In  Use 

The  overhead  construction  of  the  various  groups  has 
been  through  many  stages  of  development,  and  nearly 
every  type  of  design  has  been  given  a  trial.  In  the 
Silesian  section,  for  instance,  the  types  as  shown  below 
have  been  installed.  The  original  328-ft.  spans  were 
found  to  be  too  long  because  the  wind  blew  the  contact 
out  of  line.  .Also,  the  two  tracks  were  not  mechanically 
separate.  A  modified  Swedish  Z  construction  was  tried 
but  the  longitudinal  strength  was  not  considered  sufficient. 
Cross-spans  were  also  tried,  but  the  possibilities  of  break- 
age were  considered  too  great  to  permit  their  use  on  the 
main  line.  In  the  yards,  crossbeam  supports  were  used 
at  first,  but  the  visibility  through  the  structures  was  found 
too  low,  so  various  forms  of  cross-span  design  have  been 
installed.  Concrete  poles  made  by  the  centrifugal  method 
are  in  service  in  some  places.  Their  expense  is  too  great 
to  justify  their  use.  The  construction  contemplated  for 
line  extensions  in  Silesia  is  for  use  with  mechanically 
separated  tracks  and  normally  makes  use  of  bracket  poles. 
Two-track  brackets  will  be  used  for  some  distance  at 


15S5r 


TSc^Sr 


Original   Construction 
A 


fxyof  ynyKn 


t^    S 


Modified  Swedish 
Type 

C 


Construction  for 
Separate  Tracks 

B 


Cross  Span  Type 
D 


Types  of  overhead  used  on  Silesian  main  lines 


{Oiyntj 


-<»- 


Bavarian  single  pole  construction  for  mechanical 
separation  of  tracks 


each  signal  to  permit  an  unobscured  view  of  the  signal 
for  the  enginemen.  Pin  insulators  are  to  be  used  at  the 
points  of  .support  because  of  their  cheapness  and  the 
need  for  shorter  poles.  Spans  460  ft.  long  will  be  used 
with  intermediate  steady  braces  on  the  .shorter  poles.  In 
the  last  few  years  the  Bavarian  group  has  expanded  more 
than  any  of  the  other  groups  and  has  done  considerable 
developmental  work.  Originally  heavy  yard  construction 
of  the  cross-span  type,  with  double  insulators  throughout, 
was  used.  With  the  advent  of  the  so-called  "stabi"  and 
suspension  type  insulators  much  lighter  yard  and  main- 
line designs  have  been  possible.  Mechanical  separation 
of  tracks  has  been  retained  in  all  designs  and  the  separa- 
tion is  considered  most  essential  to  safety.  Grounding 
of  steady  spans  in  all  yard  construction  has  been  insisted 
on  as  a  safety  measure  for  linemen  and  to  keep  all 
insulators  under  voltage  continually. 

General  details  of  the  catenary  design  have  been  stand- 
ardized for  all  groups.  A  copper  contact  wire  of  198,000 
circ.mil  cross-section  is  used  on  the  main-line  sections 
and  of  158,000  circ.mil  on  branch  and  yard  lines.  Weight 
devices  hold  the  contact  wire  in  constant  tension.  On 
the  Silesian  system  tensions  of  2,600  lb.  are  used. 

A  messenger  cable  of  bronze  or  galvanized  steel  is 
used,  having  a  cross-section  of  0.078  sq.in.  and  a  diam- 
eter of  nearly  f  in.  The  hangers  are  made  of  stranded 
bronze  cable  spaced  every  41  ft.  Fittings  are  all  of 
non-corrosive  material.  The  catenary  design  allows  for 
wind  loads  of  14.3  lb.  per  square  foot  and  ice  loads  of 
about  0.5  lb.  per  running  foot  of  catenary  at  18  deg.  F. 
The  minimum  temperature  allowed  for  is  — 4  deg.  F. 
The  first  catenary  design  was  based  on  the  use  of  an 
intermediate  strand  to  give  flexibility  to  the  contact,  but 
experience  has  shown  that  this  is  unnecessary  if  flexible 
hangers  and  "soft"  steady  devices  are  u.sed.  In  the 
earlier  designs  many  pantograph  failures  were  caused  by 
the  wind  .swinging  the  catenary  to  the  side  on  the  long 
sjjans.  A  study  has  shown  that  with  the  simple  catenary 
246  ft.  is  the  maximum  distance  between  lateral  supports 
that  can  be  used  with  a  maximum  wind  velocity  of 
69  m.p.h.  and  an  allowed  displacement  of  29^  in.  from 
the  center  line  of  the  track. 

Pantographs  Employ  Auxiliary  Bows 

The  pantograph  used  is  typically  European,  with  a 
main  frame  and  an  auxiliary  bow.  The  shoe  itself  is 
usually  of  aluminum,  greased  or  not,  as  local  practice 
dictates.  Some  experiments  have  been  made  recently 
with  carbon  shoes.  If  these  shoes  are  used  on  sections 
along  with  others  they  are  worn  down  in  a  short  time, 
but  if  the  carbon  shoes  alone  are  used  a  hardened  surface 
is  formed  on  the  copper  contact  on  which  the  .shoe  glides 
with  practically  no  wear  and  with  almost  perfect  collec- 
tion. The  wear  of  the  contact  wire  is  slight  with- the 
aluminum  shoes  and  eliminated  with  the  carbon.  The 
pressure  on  the  wire  averages  about  8  to  10  lb.  per 
shoe.  The  wire  is  arranged  to  zigzag  from  one  side  of 
the  center  line  to  the  other  at  each  pole  with  a  maximum 
displacement  of  23^  in.  The  usual  practice  is  to  run 
with  two  pantographs  up,  which  eliminates  the  sparking. 
The  pantographs  are  built  the  full  width  of  the  shoe  sO' 
there  are  no  horns  on  the  ends  of  the  shoe  under  which 
the  contact  might  catch  if  it  should  drop  ofif  the  shoe. 

The  various  groups  of  the  German  Federal  Railroad 
which  have  used  electric  traction  have  experimented  ex- 
tensively with  electric  locomotives.  There  has  been  little 
attempt  at  standardization  because  of  the  different  man- 


June  9, 1928 


ELECTRIC  RAILWAY  JOURNAL 


941 


agements,  the  different  requirements  and  the  lack  of 
sufficient  experience  with  any  one  type  to  justify  adopt- 
ing it  as  a  standard.  The  recent  development  of  the 
Buchli  and  quill  drives  in  Europe  has  made  the  situation 
all  the  more  uncertain  in  passenger  locomotive  design. 
The  side-rod  tyyie  with  a  single  large  motor  and  two 
rods  connecting  to  jackshafts  in  line  with  the  driving 
wheels  seems  to  retain  its  popularity,  particularly  in 
Silesia.  Light  weight  and  cheapness  are  points  in  favor 
of  this  type.  In  Bavaria,  the  Buchli  drive  has  been  tried 
with  success.  The  easy  riding  qualities  of  this  locomo- 
tive are  noticeable.  More  recently  the  quill  drive  has 
become  prominent  and  bids  fair  to  be  the  main  type  for 
passenger  service.    The  wide  range  of  gear  ratios  possible 


Brown  Bovcri  passenger   locomotive  using  Buchli   drive.     The 
pantographs  are  of  light  construction  with  auxiliary  bows 

and  the  use  of  higher  twin  motors,  together  with  the 
ease  of  handling  the  running  gear  and  motors  seem  to 
give  it  an  advantage  over  the  Buchli  drive,  in  the  opinion 
of  the  engineers.  For  freight  service  the  geared  side-rod 
drive  is  still  standard. 

Electric  control  equipment  for  the  locomotives  shows 
many  new  developments.  In  some  types  a  contact  slides 
over  the  transformer  taps  on  top  or  alongside  of  the 
transformer,  with  an  arrangement  to  prevent  short- 
circuiting  of  the  winding.  An  ingenious  commutator 
device  has  been  constructed  to  give  continuous  voltage 
variation  between  taps  so  there  is  no  arcing.  In  other 
types  contactors  are  used  as  in  American  practice. 

Resistance  braking  is  to  be  tried  on  some  of  the  loco- 
motives used  in  mountainous  territory,  with  a  view  both 
to  decreasing  brakeshoe  wear  and  reducing  the  motor 
troubles  caused  by  metal  particles  from  the  shoes. 

Investment  Figures  Are  Important 

The  capital  invested  in  the  various  electrifications  wa.s 
given  in  the  Reparation  Commissioner's  fifth  report  for 
the  year  ending  Dec.  31,  1926.  The  Silesian  work  rejv 
resents  some  $7,800,000,  about  $27,000  per  route-mile 
for  roadway  accounts,  and  an  average  of  $42,000  per 
locomotive.  The  route  figures  include  both  single  and 
double-track  lines.  The  Leipzig  territory  has  an  invest- 
ment of  about  $7,700,000,  with  $39,000  per  route-mile  for 
roadway  accounts  and  an  average  of  $44,000  per  locomo- 
tive. The  roadway  average  in  this  case  is  higher  because 
of  the  extensive  four-track  and  two-track  operation.  The 
Bavarian  electrification  is  by  far  the  largest,  with  about 
$15,800,000  invested.  Of  this,  $7,700,000  is  in  roadway 
accounts,  an  average  of  $28,000  per  route-mile  with  both 
I  double  and  single-track  operation.  The  equipment  ac- 
counts show  an  average  of  about  $60,000  per  locomotive. 


single  motor,  side  rod  drive, 
passenger  locomotive 


Mo.  running  and  being  bui/t  '12 
Total  wei^iit '238,000 lb. 
Dn  ver  diani.  =  ^J  inches 
Lenqth  overall 'Sli  ft 
Continuous  hp.  =  2,350 


Quill  drive 
passenger  locomotive 


No.  running  and  being  built  '34 
Total  weight '263,00(flh, 
Driver  diani-  =  63  inches 
Length  overall'  SO  ft 
Continuous  hp.  =  2,550 


Geared  motor,  side  rod  drive 
freight  locomotive 


No.  running  and  being  built  =  79 
Total  weight  =235,000%. 
Driver  diam.  ~  -?/  inches 
Length  overall  =  46  ft. 
Continuous  hp.  =1,600 


Buchli  drive 
passenger  locomotive 


y/^/7//, 


5^^ 


No.  running  and  being  built =17 
Total  weight  =  242,0001b. 
Driver  diam.  =  64iinches 
Length  overall  =  53^  ft 
Continuous  hp.  =  2,050 
1 


Q>ei>r^d  motor,  side  rq<i^  drive, 
freight    locomotive 


No.  running  and  being  built '46 
Total  weigHt  -253,000  lb. 
Driver  diarn.  =  •49  inches 
Length  overall'55ft 
Continuous  hp.  =1,960 


Modern 

Locomotive  Designs 

Showing  the 

Side  Rod  Quill 

and  Buchli 

Drive 


A  :  Smgle  motor,  side  rod  drive  passenger  locomotive — Number 
running-  and  being  built,  12  ;  total  weight.  238,000  lb. ;  driver  diam- 
eter, 03  in.;  length  over  all,  51J  ft.;  continuous  horsepower,  2,350. 

B :  Buchli  drive,  passenger  locomotive — Number  running  ana 
being  built,  17;  total  weight,  242,000  lb,;  driver  diameter,  64i  in.; 
length  ovei-  all,   53J   ft.  ;   continuous  horsepower,  3,050. 

C  :  Quill  drive,  passenger  locomotive — Number  running  and  bemg 
built.  34  :  total  weight,  263,000  lb.  ;  drive  diameter,  63  in.  ;  length 
over  all,  50  ft. ;  continuous  horsepower,  2,550. 

D:  aeared  motor,  side-rod  drive,  freight  locomotive — Number 
running  and  being  built,  46  ;  total  weight,  253,000  lb.  ;  driver  diam- 
eter, 49  in.  ;  length  over  all,  55  ft.  ;  continuous  horsepower,  1,960. 

E :  Geared  motor,  side-rod  drive,  freight  locomotive — Number 
running  and  being-  built,  79  ;  total  weight,  235,000  lb.  ;  driver  diam- 
eter, 41  in.;  length  over  all,  48  ft.;  continuous  horsepower,  1,600. 

$5,000  per  track-mile  for  main  lines  and  $3,500  for 
branch  lines,  not  including  yards.  The  electrification  of 
the  suburban  lines  about  Berlin  will  call  for  an  invest- 
ment of  $40,000,000,  more  than  the  combined  totals  of  all 
the  others.  One  estimate  allows  $14,000,000  for  cars; 
more  than  $2,000,000  for  the  third  rail  distribution  sys- 
tem for  90  route-miles ;  about  $12,000,000  for  transmis- 
sion cable  and  the  44  substations ;  more  than  $2,000,000 
for  signals,  telephone  changes  and  the  electrolysis  pre- 
vention, and  more  than  $5,000,000  for  shops,  inspection 
facilities  and  right-of-way  changes. 


Two-track  main  line  with  long  span  in  the  Silesian  territory 


Electrical  Equipment  for 

Broad  Street  Subway  Cars 

Has  Interesting  Features 

Cars  for  Philadelphia's  new  rapid  transit  system  will  be 
powered  with  420  hp.  each.  The  control  makes  it  pos- 
sible to  accelerate  any  number  of  cars  in  a  train 
automatically   and   provides   for   high-speed   schedules 


MOTIVE  power  of  the  150  all-steel  cars  for  tJic 
new  Broad  Street  subway  to  be  operated  by  tlu' 
Philadelphia  Rapid  Transit  Company  will  consist 
of  two  Westinghoiise  No.  581-A-l  motors  for  each  car. 
These  motors  will  have  a  one-hour  rating  of  210  hp.  at 
600  volts,  and  as  there  will  be  two  of  them  mounted  on 
one  of  the  two  trucks  of  each  car,  the  total  power  will  be 
420  hp.  Both  motors  will  be  axle-mounted  with  nose 
suspension.  The  armature  coils  are  in  one  piece,  with 
"double-deck"  construction.  This  minimizes  the  joints 
and  gives  mechanical  strength  and  low  losses.  The  dual 
ventilation  .system  used  affords  protection  to  the  brushes 
and  commutator  from  brake  dust,  and  makes  possible  a 
high  motor  rating  for  the  weight.  Heat  treated  helical 
gears  of  forged  steel  are  pressed  on  the  axle.  The  gears 
have  63  teeth  and  the  motor  pinions  20  teeth.  The  com- 
plete weight  of  the  motor  with  gears  and  gear  case,  is 
5,710  lb. 

Westinghouse  type  ABF  multiple-unit  automatic  con- 
trol is  arranged  for  series-parallel  connections  of  the 
motors,  with  automatic  acceleration  and  provision  for 
tapped  field  on  the  last  running  notch  in  parallel.  Cur- 
rent to  actuate  the  control  apparatus  is  taken  from  a 
32-volt  type  B-2-H  Edison  storage  battery.  Trains  will 
consist  normally  of  from  one  to  eight  cars,  and  can  be 
run  from  any  one  of  the  master  controllers. 

Twelve  electro-pneumatic  switches  establish  the  motor 
circuit  connections,  transfer  the  motors  from  series  to 
parallel  and  commutate  the  motor  circuit  resistance.  The 
control  circuit  gives  six  steps  with  the  motors  in  series 
and  four  steps  in  parallel.  The  tapped  field  connection  is 
effective  only  on  the  last  parallel  step.  Transition  from 
series  to  parallel  is  by  the  bridging  method. 

Automatic  acceleration  is  accomplished  by  a  current 
limit  relay  actuated  by  the  current  through  one  of  the 
motors.  It  is  adjusted  for  an  average  acceleration  of 
1.9  m.p.h.p.s.  with  an  unloaded  car.  A  supplementary 
relay  will  advance  the  control  notch  by  notch  under 
emergency  conditions  with  excessive  loads.  The  air  ff)r 
actuating  the  control  devices  is  taken  from  the  brake  sys 
tern  through  a  reducing  valve  adjusted  to  maintain  a 
relatively  constant  pressure  of  70  lb.  per  square  inch. 

An  important  feature  of  the  control  equipment  is  the 
use  of  integral,  interchangeable  switches.  Each  switch 
is  a  complete  unit,  including  contacts,  blowout  coil,  arc 
chute,  magnet  valve  and  operating  cylinder.  Two  units 
mounted  in  a  separate  frame  act  as  a  line  switch.    The 


r^^W* 


*"*-^-i-1ii 


«  •  • 


'^ 


Front  view  of  line  switch  showing  arc  chutes,  adjustable  resistance 
in  operating  coil  circuit  and  interlocking  relay 

Other  ten  are  included  in  the  control  box.  The  units  iti 
the  line  switch  and  control  box  differ  only  in  the  size  of 
the  magnet  valve  exhaust  port  and  in  the  length  of  the 
arc  chute.  Any  switch  may  be  removed  as  a  unit  from 
either  the  control  box  or  the  line  switch  by  breaking  the 
air  and  electric  connections  and  removing  three  mount- 
ing bolts. 

The  control  box  is  an  assembly  of   ten  of  the  unit 
switches,  a  sequence  drum  and  an  advance  relay  in 
structural  steel  box.     A  skeleton   frame  on  which  thel 
apparatus  is  mounted,  is  built  up  of  angles  between  two! 
end  plates.     Two  side  covers  are  latched   in  place  and] 
are  easily  removable,  while  the  bottom  cover  has  a  fixed 
hinge  and  is  bolted  in  place.     The  only  parts  requiring 
attention  from  the  front  are  the  arcing  contacts  of  thd 
switches  and  the  advance  relay.     By  opening  the  reatj 
cover  the  air  connections,  interlocks,  valve  magnets  and 
switch   shunts   are   exposed    for   inspection.     The   maiiil 
wiring  connections  are  made  at  the  rear  of  the  group  atj 
the  cable  terminals  located  on  a  vertical  jianel  on  the  backj 
of  each  switch.     All  main  circuit  leads  are  broiit^ht  ou'.i 


042 


June  9, 1928 


ELECTRIC  RAILWAY  JOURNAL 


943 


through  treated  maple  bushings  and  extend  12  in,  beyond 
the  limits  of  the  box.  The  extended  leads  permit  the 
stmi-conduit  type  of  car  wiring  which  allows  the  box 
to  be  disconnected  from  the  car  cables. 

The  sequence  drum  is  essentially  an  auxiliary,  remote- 
controlled  master  controller.  A  set  of  contact  fingers 
mounted  on  a  ha.se  make  contact  with  copper  plates  on  a 
drum,  which  is  rotated  through  a  rack  and  bevel  gears 
by  a  balanced  pres.sure  air  engine.  This  drum  is  directly 
under  control  of  the  current  limit  relay,  and  it  stops  and 
starts  on  each  notch  in  direct  response  to  the  lifting  and 
dropping  of  this  relay  at  a  pre-determined  value  of  motor 
current. 

When  abnormal  loads  or  grades  would  prevent  normal 
automatic  acceleration,  pressure  on  the  advance  button 
in  the  motorman's  cab  causes  the  advance  relay  to  short- 
circuit  the  contacts  of  the  limit  relay  and  the  sequence 
drum  will  move  to  the  next  notch.  As  it  moves,  an  addi- 
tional coil  of  the  advance  relay  is  energized,  opening  tin. 
short-circuit  across  the  limit  relay  contacts  and  agani 
leaving  the  progression  of  the  sequence  drum  under  the 
control  of  the  current  limit  re'ay.  This  action  can  on'y  he 
repeated  by  first  releasing  the  advance  button  located 
in  the  cab. 

Two  unit  switches,  practically  duplicates  of  these  in 
the  control  box.  two  overload  relays,  a  line  switch  inter- 
locking relay  and  the  necessary  resistor  tubes  and  a  fuse 
all  assembled  in  a  box  of  similar  construction  to  the  con- 
trol box,  constitute  the  line  switch.     Both  of  these  units 


Control  box  with  cover  removed 

are  connected  in  series,  with  the  first  series  resistance 
for  the  switching  position  connected  across  one  switch. 
The  latter,  therefore,  also  acts  as  a  resistance  switch  to 
short-circuit  this  resistance  on  the  second  and  succeeding 
notches.  This  series  connection  of  the  line  switches  is  of 
particular  importance  with  a  short-circuit,  the  introduc- 
tion of  resistance  reducing  the  maximum  current  taken 
from  the  line  and  also  lessening  the  severity  of  the  arc 
rupturing  duty. 

The  o])erating  coils  of  the  line  switches  are  energized 
directly  from  the  third  rail  circuit  so  that  the  main  motor 
circuit  is  opened  immediately  ujion  loss  of  power  for 
any  reason.    This  direct  control  of  the  line  switch  oper- 


.,tJ 


At  left,  low-voltage  auxiliary  panel.     In  center,  unit  switch  with  aides  removed. 
At  right,  master  controller  with  cover  removed 


944 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No. 23 


ating  coils  from  the  line  without  the  intervening  time 
element  of  a  line  relay,  and  the  use  of  magnet  valves 
with  unusually  large  exhaust  ports  makes  it  particu- 
larly effective  in  protecting  the  main  motors  against 
flashing  when  crossing  gaps  in  the  third  rail.  The  line 
switch  is  so  interlocked  that  if  it  is  opened  for  any  cause, 
the  control  returns  to  the  first  position  before  power  can 
igain  be  applied,  and  advances  automatically  after  line 
voltage  is  restored  to  the  position  indicated  by  the  master 
controller.  Since  the  line  switches  are  quick  opening,  the 
arcing  duty  is  removed  largely  from  the  switches  in  the 
control  box,  either  while  the  equipment  is  operating 
normallv  or  with  overload. 


.EA6UE  ISUND 


Map  of  Philadelphfa  Rapid  Transit  Lines  showing  extent 
of  Droad  Street  subway 

Two  overload  relays  are  used,  one  in  each  motor  cir- 
cuit. Each  relay  may  be  set  to  trip  at  a  value  slightly 
above  the  peak  current  drawn  by  one  motor  in  regular 
service.  Both  relays  have  a  common  re.set  coil,  which 
further  is  interlocked  so  that  in  a  train  only  the  reset 
coil  of  that  relay,  or  relays,  which  is  in  the  tripped  posi- 
tion is  energized  when  the  reset  button  is  pushed  in  the 
motorman's  cab.  This  minimizes  the  current  in  the  reset 
wire,  insuring  adequate  voltage  for  operating  the  reset 
coil,  even  in  the  rear  car  of  a  long  train. 

The  interlocking  relay  in  the  line  switch  is  used  only 
for  interlocking  the  reverser,  which  is  controlled  from 
the  battery  circuits,  with  the  line  switch,  which  is  con- 
trolled from  the  trolley  circuit,  so  that  the  line  switch 
cannot  close  until  the  reverser  is  fully  thrown.  The 
reverser,  which  is  of  the  drum  type,  is  completely  isolated 
from  the  other  main  current-carrying  parts. 

The  master  controller  has  a  main  or  accelerating  drum, 
a  rever.se  drum  and  an  emergency  drum.    On  the  main 


drum  are  four  positions,  namely,  off,  switching,  series 
and  parallel.  In  the  switching  position,  a  circuit  is  estab- 
lished from  the  power  supply  through  the  two  motors 
of  the  car  and  all  of  the  accelerating  resistance  in  series, 
to  ground. 

In  the  series  position  control  circuits  are  progressively 
established  until  the  motors  are  connected  directly  in 
series.  In  the  parallel  position  the  control  is  advanced 
to  connect  the  motors  in  full  parallel.  The  main  handle 
performs  two  functions ;  first  that  of  accelerating  or 
shutting  off  power;  and  second,  that  of  stopping  the 
train  in  emergency  by  applying  the  air  brakes,  both  by 
energizing  the  emergency  brake  valve  in  the  electro- 
pneumatic  brake  system  through  contacts  on  the  emer- 
gency drum  and  by  operation  of  a  pilot  valve  which  in 
turn  actuates  an  application  valve  connected  directly  in 
the  emergency  brake  pipe  line.  The  first  function  is 
performed  by  rotation  of  the  handle,  the  second  by  ver- 
tical spring  action  which  is  initiated  if  the  operator's 
hand  is  removed  with  the  controller  in  an  operative  posi- 
tion. This  "dead-man's"  feature  can  only  be  cut  out 
when  both  the  main  and  reverse  drums  are  in  the  "off" 
position.  A  separate  reverse  drum  controls  the  direction 
of  motion  of  the  train  and  also  operates  several  auxiliary 
circuits  as  required. 

A  push-button  box  adjacent  to  the  master  controller 
provides  a  means  for  energizing  the  main  control  circuit 
and  the  overload  reset  and  advance  relays  when  required. 
At  the  front  of  each  car  arranged  conveniently  for  the 
motorman,  are  two  control  panel  boards.  On  the  low- 
voltage  panel  are  the  battery  charging  relays,  main  motor 
control  cutout  switch,  door  control  and  signal  lamp  re- 
lays and  the  disconnecting  switches  for  the  various  low 
voltage  auxiliary  circuits.  On  the  high-voltage  panel  are 
the  disconnecting  switches  for  the  high-voltage  auxiliary 
circuits,  including  car  and  cab  heaters,  door-engine 
heaters,  lamps,  fans  and  air  compressor,  and  also  the 
emergency  lamp  relay,  main  motor  limit  relay  and  heater 
circuit  relays. 

Relays  on  the  upper  part  of  the  low-voltage  panel 
provide  for  keeping  the  storage  battery  fully  charged. 
Current  for  charging  the  battery  is  taken  both  from  the 
compressor  circuit  and  direct  from  the  line.  When  the 
compressor  is  running,  a  contactor  clo,ses,  shunting  a  part 
of  the  current  through  the  battery.  To  supplement  the 
charge  from  this  source  a  pilot  relay,  connected  across 
the  battery  and  adjusted  to  the  required  range,  controls  a 
second  contactor  which  closes  or  opens  the  circuit  from 
the  line  through  a  current-limiting  resistor  and  the  bat- 
tery in  series.  Line  relay  protection  prevents  draining 
the  battery  if  the  line  voltage  fails. 

Door  control,  heater,  fan,  lighting  and  other  auxiliary 
details  in  general,  follow  established  practice.  A  feature 
of  the  heater  control  is  the  use  of  a  peak  load  relay 
which  automatically  cuts  off  the  heaters  at  current  peaks 
during  acceleration  to  decrease  the  total  drain  on  the  sys- 
tem. Five  Westinghouse  fans  are  provided  as  a  part  of 
the  equipment  for  each  car. 

Normal  lighting  of  the  car  is  provided  by  22  lamps 
connected  in  series.  Both  the  sockets  and  the  lamps  are 
short-circuiting,  so  that  if  a  lamp  is  removed,  or  burns 
out,  the  circuit  is  not  opened.  In  series  with  the  lam: 
circuit  is  the  operating  coil  of  an  emergency  lamp  rela; 
located  on  the  upper  portion  of  one  of  the  panels,  whi 
closes  the  circuit  to  emergency  lamjxs  o])erated  from  t 
storage  battery  in  case  of  failure  of  the  main  lighting^ 
circuit  or  of  loss  of  contact  rail  voltage. 


ns 
no  1^ 

i 


June  9, 1928 


ELECTRIC  RAILWAY  JOURNAL 


945 


Connections  on  Bell  Box 

Saves  Time* 

By  Charles  Herms 

General  Foreman,  San  Diego  Electric 

Railway,  San  Diego,  Col. 

BELL  BOXES  used  in  the  shops 
of  the  San  Diego  Electric  Rail- 
way have  a  particular  feature  in  the 
provision  of  reels  for  the  leads,  which 
are  made  of  No.  20  flexible  rubber- 
covered  wire.     Each  lead   is   50   ft. 


Afefa/  clip  on  enc/ 
of  fuse 


Test  lead- 


Test  Point 


screw  poinfed 


fasten  battery 
■^Side  of  battery  box  <^t-  terminal  here 


S^ 


E^i 


s.  i     I       jam-nut  in  wooaf 

>^<  ■     -    e« 

Thread  tube 
^ Cfnd  flange' ^ 


/"long     n\ 
handle 


^^Sotder  wire  here's ^'^' 


->j 


fhnge 


4''db.brass  tube 

'*'    .'/  f/ber  flange 
^  1 


f^^S-'Co//  spring 
f;^°""-T^i'flaf  washer 

y-,,,:-E^*^^"  r J 

Wire  Reel 

Details  of  wire  reel  and  test  points  used  on 
bell  boxes 


Type  of  bell  box  used  in  the  shop  of  the 
San  Diego  Electric  Railway 

long.  To  keep  the  wire  from  un- 
reeling at  random  a  friction  spring  is 
placed  on  the  reel  shaft. 

The  ends  of  the  test  leads  are 
fitted  with  test  points  made  of  dis- 
carded T%-in.  cartridge  fuses.  One 
end  of  the  fuse  is  cut  ofif  and  a  hole 
drilled  through  the  brass  clip  on  the 
opposite  end  to  permit  the  insertion 
of  a  Vg-in.  pointed  machine  screw. 
The  end  of  the  test  lead  is  looped 
around  the  head  of  the  screw  and  a 
long  nut  draws  this  tight. 

Positive  and  negative  leads  are 
fastened  respectively,  one  to  each 
reel  shaft  as  indicated  in  the  sketch. 


the  circuit  thus  being  completed 
through  the  shaft  to  the  brass  reel 
core.  This  type  of  construction  has 
proved  a  great  time  saver,  for  any 
length  of  lead  can  be  drawn  out 
quickly  and  independently.  The  an- 
noyance of  having  to  untangle  leads 
is  prevented ;  due  to  the  method  of 
mounting  on  the  reels  and  fastening 
them  to  the  test  points,  there  is  little 
danger  of  broken  leads.  Each  test 
point  is  mounted  on  a  standard  fuse 
clip,  one  on  each  side  of  the  box. 
This  provides  for  instant  use  and 
eliminates  the  necessity  for  having  to 
hunt  for  the  ends  of  the  leads. 


"T"  Rail  Swinging  Boom 

WHEN  traveling  cranes  are  not 
available  some  other  provision 
must  be  made  in  the  shop  for  lifting 
heavy  parts  undergoing  overhaul. 
This  has  been  done  in  the  shop  of  the 
Jamaica  Central  Railways,  Jamaica, 
N.  Y.,  by  the  installation  of  swing- 
ing booms  fastened  to  the  wall  or 
other  support.  These  are  located  in 
various  parts  of  the  shop  where 
needed.  The  horizontal  member  is 
an  80-lb.  T-rail  inverted.  A  chain 
hoist  is  suspended  on  a  trolley,  which 
runs  on  the  base  of  the  rail.  A  solid 
forging  drilled  for  a  1-in.  pin,  bolted 
to  one  end  of  the  rail,  fits  into  a 
|x4-in.  "U"-shaped  bracket  fastened 
to  a  fx4-in.  plate  bolted  to  the  wall. 
The  other  end  of  the  rail  is  fitted  with 
two  ^x2-in.  "L"  brackets  bolted  to 
either  side  of  the  web.     The  tension 


Holds  wire 
in  place 


These  booms  were  not  expensive  to  con- 
struct and  have  been  satisfactory  for 
truck  overhauling 

member  is  a  1-in.  round  rod  fastened 
to  these  brackets  with  a  1-in.  bolt.  Its 
other  end  is  held  by  a  |x4-in.  "U" 
bracket  fastened  to  a  fx4-in.  plate 
bolted  to  the  wall.  This  rod  is  in- 
stalled at  about  a  45-deg.  angle  with 
the  T-rail. 

The  chain  hoist  trolley  is  made 
from  lx3-in.  stock  and  the  rollers, 
spaced  at  9-in.  centers,  have  3  in. 
diameter  and  rotate  on  1-in.  axles. 
The  lifting  hook  is  fastened  to  a 
bracket  made  from  1x3 -in.  stock. 
Guide  plates  secured  to  the  inside  of 
the  bracket  prevent  tipping. 


Adjustable  Wire  Reel 

DIFFICULTY  always  is  experi- 
enced in  keeping  the  turns  of  a 
reel  of  wire  from  becoming  entangled 
when  being  unrolled  if  precautionary 
methods  are  not  employed.  This  is 
being  prevented  in  the  shop  of  the 
New  York,  Westchester  &  Boston 
Railroad,  Westchester,  N.  Y.,  by  the 
reel  illustrated.  This  is  made  in  two 
parts,  a  base  and  a  revolving  support 
for  the  coil   of   wire.     The   base   is 

-Welded 


*Suhmitted  in  Electric  Railway  Jour- 
nal Price  Contest. 


This  is  pieced  in 
tube  y  in  Sketch  B' 


Skei-ch  A 


-Welched     ^ 
Construction  details  of  reel  for       Sketch  B 
holding  coil  of  wire 


946 


ELECTRIC   RAILWAY  JOURNAL 


Fo/.71,.Vo.23 


made  of  |xl^-in.  bar  braced  with 
^xl;J-in.  straps.  All  parts  are  welded. 
In  the  center  is  a  tube  6  in.  long  and 
f-in.  inside  diameter.  This  acts  as  a 
centering  device  and  bearing  for  the 
revolving  element,  which  is  made 
with  two  |xl^-in.  crossbars  35  in. 
long,  welded  at  their  centers  at  right 
angles. 

A  conical  framework  support  made 
of  ^xl-in.  material  and  8  in.  high  is 
welded  to  these  cross  bars.  Addi- 
tional strength  is  provided  by  vertical 
straps  of  the  same  material.  A  ^-in. 
rod,  6  in.  long,  welded  to  the  center 
of  the  crossbars,  drops  into  the  |-in. 
tube  installed  in  the  center  of  the 
base.  The  coil  of  wire  is  placed  on 
the  surface  5'.  A  ^xl^-in.  bar,  P. 
35  in.  long,  suspended  on  a  |-in.  bolt 
fastened  to  the  center  of  the  conical 
frame,  rests  upon  the  top  of  the  coil 
and  prevents  entanglement  of  its 
turns. 


New  Equipment  Available 


Support  Prevents  Breaking  of 
Sand  Hopper  Bases* 

By  K.  T.  Chiles 

Master  Mechanic   Cumberland  County 
Pmver  &■  Light  Company,  Portland,  Me. 

Due  to  the  design  of  the  sand  hop- 
pers used  on  the  safety  cars  of  the 
Cumberland  County  Power  &  Light 
Company,  the  weight  of  the  sand  is 
not  directly  over  the  ba.se.  This  re- 
sulted in  breaking  the  base  of  .some 


Additional  support  installed  on  sand  hopper 


of  the  sand  hop])ers  and  increased 
maintenance.  To  overcome  the 
trouble,  a  support  has  been  added  with 
one  end  fastened  to  the  car  floor  and 
the  other  to  the  top  side  of  the  sand 
hoj)])er.  The  support  is  made  of  2-in. 
X  i-in.  .soft  steel.  This  corrected  the 
fault  and  prevented  the  breaking. 

*Suhmillcd  in  Electric  Railway  Joir- 
NAL  Prize  Contest. 


Electric  Grinder  and  Portable 
Electric  Drills 

ELECTRIC  tools  of  interest,  three 
in  number,  are  anounced  by  the 
Hisey-Wolf  Machine  Company.  Cin- 
cinnati, Ohio.  These  include  a 
^-in.   drill,   a   ^-in.   drill   and   a   6-in. 


6-in.,   M-hp-  grinder 


M-in.  electric  drill 


^-in.  electric  drill 

i-hp.  grinder.  Noteworthy  features 
include  motors  mounted  with  ball 
bearings  which  are  fitted  so  as  to 
eliminate  the  sli])  and  creeping  ac- 
tion. Sjjindles  arc  of  liberal  dimen- 
sions and  are  hardened  and  ground 
where  necessary.  Brush-holders  are 
mounted  as  a  se]>arate  iniit  on  a 
Bakelite  yoke  and  have  adjustable 
spring  tension.    These  small  tools  are 


of  the  same  general  construction  as 
are  incorporated  in  larger  machines 
by  the  company. 


"Safety     first"  —  "train     your 
trucks"  —  don't    ram    them. 


B 


Portable  Hollow  Chisel 
Mortiser 

ORING  of 
square     holes 


in  wood  has  been 
common  for  years 
and  improved 
equipment  for  this 
work  is  being 
made  frequently. 
Now  a  portable 
hollow  chisel  mor- 
tiser has  been  an- 
nounced by  J.  D. 
Wallace  &  Com- 
pany, Chicago,  111. 
Three  easy  roll- 
ing casters  in  the 
round  cast-iron 
base  make  it  easy 
to  move  the  ma- 
chine. Mounted  on 
the  upper  carriage 
is  a  General  Elec- 
tric vertical  motor 
designed  to  meet 
the  requirements 
of  this  machine. 


New  electrically 
driven  portable 
hollow  chisel 
mortiser 


A  current   of   air 


drawn  through  a  screen  at  the  top  is. 
forced   downward   by   a   fan   on  the 
armature  shaft  and  cools   the   chisel 
and  bit  and  also  blows  chips  away. 

The  chisel  holder  is  built  into  the 
lower  motor  end  flange  which  com- 
pletely incloses  the  bit  chuck  mounted 
on  the  motor  shaft.  Normal  speed  is 
.^.450  r.p.m.  This  has  been  found 
correct  for  all  work  falling  within 
the  capacity  of  this  machine,  which 
bores  square  holes  up  to  ^  in.  and 
round  holes  up  to  J|  in.  diameter. 
The  motor  is  inclosed  and  dustproof. 

The  motor  head  is  dejjressed  for 
mortising  by  means  of  a  treadle  with 
an  iron  stirru])  which  always  hangs 
vertically.  The  head  may  be  limited 
to  any  desired  lower  jxisition  by  a  set- 
screw  in  the  rear  of  the  base  and  is 
carried  back  automatically  to  the 
upper  position  by  an  adjustable  ten- 
sion spring.  Vertical  and  horizontal 
adjustments  are  made  through  hand 
wheels,  the  tables  sliding  on  machined 
rods. 


June  9, 1928 


ELECTRIC  RAILWAY  JOURNAL 


947 


Transportation  and  Engineering  Topics 
Receive  Attention  at  Rome 

Technical  sessions  with  several  neighboring  trips  extend  over  a  week. 

Later  the  delegates  visit  Turin  and  Milan.     Attendants 

at  the  convention  represented  28  countries 

THE  Rome  convention  of  the  Union 
Internationale  de  Tramways,  de 
Chemins  de  fer  d'Interet  local  et  de 
Transports  Public  Automobiles  began 
informally  on  Sunday,  May  6,  when 
there  was  a  reception  to  the  delegates 
and  their  friends  in  attendance  at  the 
meeting. 

The  first  official  session  of  the  Con- 
gress was  held  the  next  morning  at  the 
National  Capitol.  The  Salon  of  the 
Palace  of  Senators  was  put  at  the  dis- 
posal of  the  association  by  the  Italian 
government.  Here  the  session  was 
called  to  order  at  9:30  a.m.  About  28 
countries  were  represented.  This  was 
also  attended  by  a  large  number  of 
ladies.  The  delegates  were  welcomed 
to  Rome  by  the  governor  of  Rome  and 
also  by  the  Italian  Minister  of  Com- 
munications, Mr.  Ciano.  The  latter 
brought  greetings  from  the  King  and 
also  from  Premier  Mussolini,  saying 
that  the  latter  expected  to  be  presented 
at  the  opening  session  but  was  unavoid- 
ably detained.  Mr.  Ciano  declared  that 
the  government  was  pleased  that  Rome 
had  been  selected  for  this  meeting  and 
emphasized  the  importance  of  transpor- 
tation in  the  social  and  economic  life  of 
every  country. 

President  De  Lancker  expressed  the 
appreciation  of  the  association  for  the 
hospitality  shown  to  the  delegates  and 
asked  Mr.  Ciano  to  express  its  grati- 
tude to  Premier  Mussolini  for  his  in- 
terest in  its  work.  He  referred  to  the 
fact  that  the  present  convention  of  the 
association  was  the  first  since  the  war 
representing  all  the  countries  in  Europe. 
It  now  has  more  tiian  1.000  members. 
He  gave  his  address,  successively,  in 
French,  Italian  and  German. 

One-Man  Cars 

The  first  technical   question  taken  up 

was  the  report  on  "One-Man  Cars"  by 

Mr.      Bacquevrisse,     general      manager 

S.T.C.R.P.     (Paris     Surface    and     Bus 

Lines).     .A.n  abstract  was  published  on 

page  910  of  the  issue  of  June  2. 

The  discussion  was  animate:!,  the 
I  delegates  expressing  their  interest  in  the 
;  advantages  of  one  -  man  operation. 
I  brought  out  in   the  report.     An   Italian 

delegate  declared  it  especially  important 

for  roads  with  a  slight  margin  between 

receipts  and  expenses.  He  said  popular 
1  approval  and  permission  from  the  au- 
1  thorities   would  be   more  easily   secured 

I 


F.  de  Lancker 

President  Union  Internatipnale  de  Tram- 
ways, de  Chemins  de  fer  d'Interet  Local  et 
de  Transports  Publics  Automobiles  and  gen- 
eral manager  Brussels  Tramways. 

if  the  association  should  formally  in- 
dorse one-man  operation  as  desirable. 
President  de  Lancker  said  he  would  ap- 
point a  committee  to  consider  such  ac- 
tion and  report. 

In  the  afternoon,  by  invitation,  the 
delegates  were  received  in  a  special 
au(hence  at  the  Vatican.  In  his  talk  to 
them,  the  Pope  spoke  about  the  means 
of  transportation  as  one  of  the  most 
important  factors  in  the  civilization  of 
the  world.  He  gave  to  all  his  .\postolic 
blessing. 

Air  vs.  Elf.ctric  Brakes 

A  large  part  of  the  session  on  Tues- 
day, which  was  held  in  the  Doria  Palace, 
Rome,  was  given  up  to  a  consideration 
of  street  railway  brakes.  Three  reports 
were  presented  on  this  subject,  namely, 
by  Mr.  Vente,  chief  engineer  Marseilles 
Tramways :  Mr.  Allard,  chief  operating 
engineer  Societe  Nationale  de  Chemins 
de  fer  N'icinaux  of  Brussels,  and  Mr. 
Cuccoli,    ergineer    Milan    Tramways. 

The  report  of  Mr.  Vente  related  to 
the  braking  of  city  cars  and  comprised 
seven  chapters,  relating  respectively  to: 
Brake  rigging  acting  through  sho:s  o:i 
the  wheels,  mechanical  and  a.xle  brakes, 
vacuum  brakes,  compressed  air  brakes, 
compressors  and  vacuum  pumps,  electric 
braking  with  resistance  ar.d  with  mag- 
netic shoes,  special  types  of  brakes. 
There   were   also   appendices   on   auto- 


matic adjusters  for  brake  rigging,  the 
speed  of  modern  compressors  and  mag- 
netic brakeshoes.  In  discussing  the 
choice  of  brakes  the  speaker  pointed 
out  that  for  heavy  cars,  the  compressed 
air  brake  dominates  in  America  whereas 
the  rheostatic  or  electromagnetic  brake 
is  the  most  popular  in  Germany.  In 
recent  years,  he  said,  the  design  of  elec- 
tric braking  equipment  has  been  con- 
siderably improved.  In  Germany  84 
l)er  cent  of  the  motor  cars  and  76  per 
cert  of  the  trailers  have  been  equipped 
with  electric  brakes. 

Mr.  Allard,  while  mentioning  all 
types  of  brakes  which  are  used  on  elec- 
tric tramway  rolling  stock,  devoted  his 
discussion  primarily  to  recent  improve- 
ments in  braking  equipment  for  subur- 
ban railways,  both  steam  or  electric. 
In  this  connection  he  outlined  the 
characteristics  of  the  Pieper  system,  as 
manufactured  by  the  International  Auto- 
matic Brake  Company  of  Liege,  Bel- 
gium, i.e.,  an  automatic  continuous  brake 
with  vacuum  release,  particularly  suit- 
able for  steam  trains,  and  a  quick-acting 
electropneumatic  brake  and  with  auto- 
matic adjustment  of  clearance  between 
shoes  and  wheels.  In  both  systems  there 
is  a  supply  of  compressed  air,  at  con- 
stant pressure,  the  transmission  being 
made  by  means  of  oil.  In  the  first  .sys- 
tem the  release  is  made  with  a  vacuum 
and  the  control  is  either  through  vacuum 
or  electricity  (battery).  In  the  second 
.system,  which  is  suitable  for  electric 
cars,  the  release  and  the  application  are 
electric.  The  two  systems  are  contin- 
uous and  automatic.  The  second  dis- 
penses with  adjustment  of  the  rigging: 
it  permits  its  reduction  to  very  simple 
terms,  and  through  its  action  it  main- 
tains between  two  oil  cylinders  a  differ- 
ence of  pressure  which  may  be  utilized 
for  the  operation  of  auxiliary  appa- 
ratus, such  as  collecting  current,  clos- 
ing doors,  etc.  Mr.  Allard  also  pointed 
out  the  extent  of  use,  chiefly  in  Ger- 
many, of  the  rheostatic  brake,  sometimes 
combined  with  an  electromagnetic  brake 
on  the  rail  or  with  the  solenoid  brake. 
He  also  referred  to  the  drum  brake  on 
the  axle  or  on  the  armature  shaft  and 
mentioned  tests  which  have  been  nwde 
with  shoes  filled  with  abrasive  material 
acting  against  the  rails. 

Mr.  Cuccoli's  report  related  princi- 
pally to  the  regenerative  braking  equip- 
ment of  the  Somajni  type  which  has 
been  installed  on  several  motor  cars  of 
the  Milan  Tramways.  He  said  that  on 
one  level  line  the  saving  of  energy  with 
regeneration,  compared  with  the  ordi- 
nary equipment,  has  been  found  to  be 
about  24  per  cent.  The  economy  so 
found  was  measured  on  the  same  cars 
1  efore  and  after  they  were  so  equipped. 
At  the  substations  the  saving  in  energy 
consumption    was    increased   to   30   per 


948 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.23 


cent.  The  cost  of  maintenance  of  mo- 
tors, controllers  and  motor-generators 
has  not  been  higher  than  with  ordinary 
equipments.  Mr.  Cuccoli,  in  closing, 
gave  a  description  of  the  Delia  Riccia 
recuperative  system  as  well  as  a  review 
of  the  tests  which  have  been  made  with 
that  system. 

In  the  discussion.  Mr.  Castaing,  engi- 
neer S.T.C.R.P.  (Paris  Surface  Rail- 
way and  Bus  Lines),  gave  some  details 
of  the  braking  system  used  by  his  com- 
pany's Type  L  car  which  is  equipped 
with  Cardan  drive.  Brakes  are  applied 
to  the  motor  driving  shaft  and  not  to  the 
wheels.  A  delegate  from  the  Warsaw 
Tramways  declared  electric  brakes  su- 
perior to  air  brakes  for  emergency 
braking.  Mr.  Pforr,  Berlin  Surface 
Lines,  said  that  tests  with  different  types 
of  brakes  were  being  conducted  in  Ger- 
many. The  results  will  be  available  to 
the  members  of  the  association  after 
their  completion. 

The  presentation  of  the  paper  by  Mr. 
Allard  led  to  a  discussion  between  him 
and  Mr.  Castaing  on  the  effect  of  the 
motors  and  gears  when  the  braking  is 
applied  to  drums  or  disks  on  the  motor 
shaft  and  when  it  is  applied  directly  to 
the  wheels. 

The  paper  by  Mr.  Cuccoli  on  re- 
cuperation was  followed  by  an  extended 
and  somewhat  involved  discussion  on 
the  economies  to  be  gained  by  the  Delia 
Riccia  and  the  Somajni  systems.  This 
discussion,  in  which  Messrs.  Delia 
Riccia  and  Cuccoli  took  a  prominent 
part,  occupied  a  good  part  of  the  ses- 
sion, but  no  definite  conclusions  were 
reached. 

Mr.  Bacqueyrisse  said  that  the  Paris 
Surface  Lines  had  obtained  very  satis- 
factory results  with  standard  (or  non- 
recuperative)  equipment.  He  believed 
that  the  expenses  of  installation  and 
maintenance  of  the  equipment  necessary 
for  recuperation  would  absorb  all  of  the 
gains  from  the  saving  of  energy  which 
would  be  obtained. 

The  discussion  showing  no  signs  of 
abating,  the  president  asked  the  speakers 
to  be  as  brief  as  possible.  He  added  that 
they  were  at  liberty  to  submit  any  fur- 
ther conclusions  in  writing. 

Mr.  Cuccoli,  in  commenting  on  the 
remark  of  Mr.  Bacqueyrisse,  said  that 
the  cost  of  the  supplementary  equipment 
used  with  recuperation  was  not  great. 
According  to  him  the  rating  of  the  car 
motors,  when  recuperation  was  used, 
would  not  exceed  that  of  equipment 
ordmanly  employed  with  electric  brak- 
ing in  which  the  current  is  passed 
through  a  rheostat.  On  the  other  hand, 
the  application  of  recuperation  decreased 
the  power  capacity  necessary  in  the  sub- 
stations as  well  as  the  size  for  the  out- 
gomg  and  return  feeders. 

Mr.  Somajni  said  that  the  matter 
ought  not  to  be  regarded  so  much  from 
the  standpoint  of  economv  in  energy  as 
from  that  ease  of  control'as  regards  the 
operator. 

A  delegate  from  the  Rome  Tramways 
submitted  a  communication  giving  the 
resiilts  from  two  cars,  one  of  which  was 
equipped  with  recuperative  equipment; 
the   other   in   the   ordinary   way.      The 


latter  showed  an  average  current  con- 
sumption of  116  watts  per  ton-mile, 
while  the  car  equipped  with  recupera- 
tive equipment  used  only  90  watts. 

Another  delegate  spoke  of  the  ex- 
istence of  a  line,  9  miles  in  length,  near 
Lake  Maggiore  in  Italy,  possessing  a 
difference  of  elevation  of  nearly  2,000 
ft.  between  the  termini,  on  which  re- 
cuperation permitted  the  car  to  go  from 
the  higher  to  the  lower  terminus  with- 
out the  application  of  any  other  brakes. 

The  conclusion  reached  as  the  result 
of  the  discussion  may  be  expressed  by 
the  statement  that  the  question  is  not 
yet  settled.  The  association  will  receive 
communications  on  the  subject  from 
those  interested. 

At  the  close  of  the  morning  session 
on  Tuesday,  the  president  .of  the  asso- 


COMING  MEETINGS 

OF 

Electric  Railway  and 
Allied  Associations 

June  12-13 — American  Wood  Pre- 
servers' Association,  Chattanooga, 
Tenn. 

June  14-lS — New  York  Electric 
Railway  Association,  Half  Moon 
Hotel,  Coney  Island,  N.  Y. 

June  20-27  —  American  Railway 
Association,  Div.  S — Mechanical,  an- 
nual convention  and  exhibit,  Atlantic 
City,  N.  J. 

June  21-22  —  American  Railway 
Association,  Motor  Transport  Divi- 
sion, Atlantic  City,  N.  J. 

June  21-22  —  Wisconsin  Utilities 
Association,  Accounting  Section, 
Hotel  Pfister,  Milwaukee,  Wis. 

June  25-29 — American  Institute  of 
Electrical  Engineers,  summer  con- 
vention. Cosmopolitan  Hotel,  Denver, 
Colo. 

June  2*.29— Central  Electric  Rail- 
way Association,  Cedar  Point,  Ohio. 

July  8-12— YuhVic  Utilities  Adver- 
tising Association  and  International 
Advertising  Exposition,  Detroit,  Mich. 

July  12— New  York  Railroad  Club, 
annual  outing,  Indian  Point,  N.  Y. 

July  13 — A.E.R.A.  Executive  Com- 
mittee on  yacht  "Florida,"  New 
York,  N.  Y. 

July  18-20 — American  Society  of 
Civil  Engineers,  annual  convention, 
Buffalo,  N.  Y. 

July  /9-2/— Pacific  Claim  Agents' 
Association,  annual  convention,  San 
Diego,  Cal. 

July  25-27 — Electric  Railway  Asso- 
ciation of  Equipment  Men,  Southern 
Properties,  Cincinnati,  Ohio. 

July  27-2*— Central  Electric  Rail- 
way Accountants'  Association, 
Detroit,  Mich. 

Aug.  16-17  —  Wisconsin  Utilities 
Association,  Transportation  Section, 
Sheboygan,  Wis. 

SEPT.  22-28,  1928 
American  Electric  Railway 
Association,  47th  annual  con- 
vention  and   exhibit,   Cleve- 
land, Ohio. 


ciation  and  a  large  number  of  delegates 
visited  the  tomb  of  the  Unknown  Soldier 
at  the  Piazza  Venezia,  where  they  laid  a 
floral  wreath  on  the  tomb  in  the  name 
of  the  association. 

Track  Construction 

The  report  on  track  construction  was 
presented  by  Mr.  Noorbeeck.  chief 
engineer,  Societe  Nationale  des  Chemins 
de  fer  Vicinaux  of  Belgium.  It  was 
published  in  abstract  on  page  912  of 
last  week's  issue. 

Mr.  Level,  general  manager  Com- 
pagnie  des  Voies  ferrees  d'  Interet  local 
in  Paris,  said  that  the  purpose  of  the 
employment  by  his  company  of  wooden 
rail  braces  on  short  radius  curves  in 
exposed  track,  mentioned  in  the  report, 
was  to  insure  the  maintenance  of  the 
track  gage  when  the  cars  went  around 
these  curves  at  a  fairly  high  speed.  He 
described  the  use  of  reinforced  concrete 
ties  for  interurban  construction.  Mr. 
Garnier,  Paris,  referred  to  the  increas- 
ing use  of  chrome  and  nickel  alloy  for 
special  work.  He  approved  the  use  of 
reinforced  concrete  ties.  Mr.  Ramy  of 
Brussels  described  an  equipment  of  clips 
for  attaching  rails  to  any  kind  of  tie; 
wood,  steel  or  concrete.  Mr.  Michel, 
representing  a  Brussels  company  inter- 
ested in  electric  welding,  gave  details 
of  methods  advocated  by  his  concern, 
for  the  electric  welding  of  rail  joints. 

Rail  Cars 

The  report  on  rail  cars  with  internal 
combustion  motors  was  presented  by 
Mr.  Mellini,  member  of  the  Upper 
Council  of  Public  Works,  Rome,  and 
Mr.  La  Valle,  chief  inspecting  engineer 
of  railways,  tramways  and  bus  lines  in 
Italy.  It  contained  a  great  deal  of  data 
on  equipment  used  and  results  obtained. 
Their  conclusions,  briefly,  were  as  fol- 
lows :  Gasoline  cars  are  best  adapted 
for  light  fast  service  on  level  track  or 
with  light  grades  and  favorable  curvc>. 
As  compared  with  steam  locomotives, 
they  permit  a  reduction  in  labor  and  in 
the  cost  of  fuel,  for  they  consume  no 
fuel  at  stops.  In  general,  their  per- 
formance has  been  satisfactory.  Diesel 
motors,  when  applied  to  this  work,  are 
of  a  different  design  than  those  used  in 
stationary  service  or  in  ship  propulsion. 
Results  up  to  the  present  indicate  a 
favorable  solution  in  the  near  future  of 
the  application  of  the  Diesel  engine  to 
this  class  of  service.  Its  great  advan- 
tage is  that  it  reduces  the  cost  of  fuel. 
At  present  the  type  of  transmission 
which  seems  most  advantageous  for 
Diesel  equipment  is  the  electric.  In- 
ternal combustion  engine  rail  cars,  either 
gasoline  or  Diesel,  seem  especially  well 
adapted  for  colonial  railways  which 
cover  vast  territories,  which  are  lacking 
in  water  and  where  the  traffic  does  not 
justify  electrification. 

In  his  oral  discussion,  Mr.  Mellini, 
besides  giving  a  summary  of  the  con- 
clusions of  his  report,  told  about  a  novel 
combination  of  bus  and  rail  car  on  a 
mountain  line  having  grades  as  high  as 
8.3  per  cent.  The  tracks  are  in  rein- 
forced concrete  with  a  very  light  T  rail, 
weighing  only  6  kg.  per  meter  (12  lb. 


June  9,  1928 


ELECTRIC  RAILWAY  JOURNAL 


949 


per  yard).  The  wheels  of  the  cars  are 
equipped  with  rubber  tires  which  roll 
over  the  concrete,  and  are  furnished 
with  steel  flanges  to  keep  the  car  on  the 
track.  The  adhesion  thus  obtained  is 
in  the  neighborhood  of  one-sixth.  Oper- 
ating results  are  satisfactory.  Mr. 
Mellini  declared  that  the  employment  of 
rail  cars  was  warranted  on  lines  of 
light  traffic  where  trail  cars  were  not 
needed,  and  where  the  grades  are  not 
too  severe. 

Mr.  Level  thought  that  the  use  of 
rail  cars  under  the  conditions  men- 
tioned is  always  justified,  whatever  the 
profile  of  the  line. 

Many  speakers  urged  the  desirability 
of  the  use  of  rail  cars  on  many  rural 
lines,  notably  in  Italy.  A  good  many 
of  these  systems  could  have  service  only 
by  the  employment  of  this  method  of 
traction.  The  light  rail  car,  in  certain 
cases,  is  particularly  well  suited  for 
such  work. 

The  association  voted  to  continue  the 
subject  on  the  next  convention  program. 

Electric  Track  Switches 

Improvement  in  electric  track  switches 
was  considered  in  the  report  of  Mr. 
Riedel  of  Essen  on  Wednesday  morning. 
It  will  be  published  in  abstract  in  an 
early  issue.  Mr.  Riedel  enumerated 
several  advantages  of  such  equipment, 
when  operated  by  electricity,  among 
them  the  time  saved  over  hand  opera- 
tion, economy  in  labor  and  reduction  of 
danger  to  conductors  who  with  ordinary 
switches  are  obliged  to  operate  them  by 
hand  on  the  street.  According  to  statis- 
tics compiled  by  him,  the  number  of 
troubles  in  switch  and  solenoid  equip- 
ment have  amounted  to  only  ten  per 
year  on  the  average.  The  apparatus 
which  he  recommended  particularly  was 
that  in  which  the  switch  movement  was 
made  by  motor. 

Mr.  Fischer  of  Budapest  described  a 
track  switch  of  which  60  had  been  in- 
stalled in  that  city  and  120  more  would 
soon  be  put  in  operation.  A  delegate 
from  Paris  gave  particulars  of  track- 
switch  apparatus  employed  in  France. 
Normally  they  were  operated  by  the 
motorman,  but  the  switch  could  also  be 
thrown  by  hand. 

Mr.  Schmidt  emphasized  the  im- 
portance of  making  the  track  switches 
conspicuous.  In  Dortmund,  at  a  con- 
gested center,  he  had  built  a  switch 
tower  for  operating  the  electric  switches 

I  there.  A  similar  tower  exists  in  Paris 
at  the  Place  de  I'Etoile,  according  to  a 
delegate  from  that  city. 

At  the  conclusion  of  the  discussion, 
I        Mr.    Bouton,   Paris,   suggested   the   ap- 
pointment of  a  permanent  committee  to 
^»  take  u[)  the  subject  of  the  study  of  track 
^B  in  general. 

^H  During  the  latter  part  of  the  session 
^H  the  subject  of  the  employment  of  high- 
^H  pressure  steam  in  central  power  stations 
^B  was  considered. 

j^^K       Trip  to   Naples  and  Pompeii 

1^^  The  serious  side  of  the  convention 
was  pleasantly  interrupted  from  Wednes- 
day noon  until  Friday  morning  by  an 
excursion    of   the   delegates   to    Naples. 


On  Wednesday  afternoon  they  made  a 
rapid  circular  tour  of  Naples  and  its 
environs,  and  on  the  following  day  they 
visited  the  ruins  of  Pompeii.  This  trip 
was  necessarily  made  hastily,  but  the 
delegates  will  always  retain  a  pleasant 
memory  of  it. 

Car  Schedules 

On  Friday  morning  the  meetings  were 
begun  anew  at  the  Doria  Palace  in 
Rome.  The  report  on  methods  and 
apparatus  for  improving  car  schedules 
was  presented  by  Mr.  Barquin,  engineer 
Brussels  Tramways.  An  abstract  will 
appear  in  a  later  issue. 

Mr.  Autin,  Marseilles  Tramways, 
gave  a  resume  of  the  practice  in  that 
city.  It  did  not  differ  greatly  from  that 
outlined  in  the  paper. 

After  an  exchange  of  views,  in  which 
a  number  took  part,  notably  Mr.  Thonet 
and  Mr.  Noirfalise,  the  delegates  ex- 
pressed their  belief  that  the  authorities 
as  well  as  private  organizations  should 
do  what  they  could  in  large  cities  to 
establish  staggered  hours  for  employees 
in  offices  and  shops,  so  as  to  extend  the 
length  and  reduce  the  intensity  of  peak 
hour  loading.  Mr.  Noirfalise  pointed 
out  that  such  hours  were  helpful  not 
only  for  large  cities  but  even  in  the 
cases  of  cities  of  medium  size  and  of 
small  cities. 

Track  Construction  on  Reservations 

The  report  on  "Electric  Railway  Con- 
struction on  City  Reservations"  was 
presented  by  Mr.  Lenartowicz  of  War- 
saw. An  abstract  was  published  on  page 
858  of  the  issue  of  May  26,  1928. 

Mr.  Gagne,  Paris,  expressed  himself 
as  in  accord  with  the  conclusions  of  the 
report  but  declared  that  the  reservation 
should  be  in  the  middle  of  the  street 
with  the  highways  on  each  side.  That 
arrangement  was  by  far  the  most  ad- 
vantageous. Mr.  Schmidt  of  Dortmund, 
Mr.  Kramer  of  Berlin,  Mr.  Level  of 
Paris,  and  Mr.  Callot  of  Nancy  indorsed 
the  idea.  One  German  delegate  pointed 
out  that  the  need  for  the  establishment 
of  tracks  on  right-of-way  in  reserva- 
tions was  a  consequence  of  the  develop- 
ment of  automobile  traffic.  He  was  of 
the  opinion  that  the  public  authorities, 
to  whom  the  streets  belong,  should  as- 
sess on  the  automobile  users  a  part  of 
the  cost  of  constructing  reservations  for 
street  railway  tracks.  The  association 
voted  that  the  construction  of  track  on 
reservations  and  its  separation  from  the 
street  were  advisable,  whenever  the  cir- 
cumstances permitted  it. 

Bus  Motor  Design 

The  report  on  bus  motor  design  by 
Mr.  Guiffard,  manager  Compagnie 
Generale  Frangaise  de  Tramways,  of 
Paris,  divided  bus  motors  into  three 
classes  as  follows :  Motors  using  liquid 
fuel  ;  motors  using  various  kinds  of  gas, 
such  as  acetylene,  illuminating  gas  and 
producer  gas ;  and  motors  using  elec- 
trical energy.  The  latter  may  further 
be  divided  into  storage-battery  cars  and 
trackless  trolleys.  The  greater  part  of 
the  replies  received  from  the  question- 
naire indicates  that  gasoline  buses  are 


in  the  great  majority.  The  speaker  said 
that,  at  least  up  to  the  present,  they 
seem  the  most  generally  applicable.  As 
to  the  other  methods,  numerous  trials 
have  been  made  with  various  degrees  of 
success.  Among  the  cars  other  than 
gasoline,  experience  shows  the  following 
may  be  used  with  confidence  under  con- 
ditions for  which  they  are  suitable: 
Cars  with  internal  combustion  engines 
using  kerosene,  alcohol,  or  mixtures  of 
these  ingredients  with  gasoline;  cars 
using  producer  gas ;  storage  battery  cars, 
and  trackless  trolleys.  Where  there  is 
a  scarcity  of  gasoline  or  even  under 
conditions  of  free  competition,  these 
methods  offer  an  alternative  to  the  gaso- 
line motor  bus. 

In  the  discussion  an  Italian  delegate 
said  that  in  view  of  the  high  cost  of 
gasoline  in  his  country  the  question  of 
a  substitute  fuel  was  of  very  great  im- 
portance. He  mentioned  tests  which  had 
been  made  with  heavy  oils,  ethyl  alcohol 
and  oil  gas. 

Mr.  Castaing,  engineer  S.T.C.R.P. 
(Paris  Surface  Railway  and  Bus  Lines), 
gave  the  results  of  tests  made  in  Paris 
with  different  mixtures  of  gasoline, 
alcohol  and  kerosene.  Several  of  these 
mixtures,  with  different  proportions  of 
the  three  ingredients  mentioned,  have 
given  good  results.  The  practical  re- 
sult is  that  one  or  another  of  these  mix- 
tures is  employed,  according  to  the  rela- 
tive price  of  the  several  components  at 
the  time.  Alcohol  and  kerosene  have  the 
advantage  of  being  non-detonating, 
which  permits,  when  they  are  employed, 
of  increasing  the  compression,  and,  as 
a  result,  a  reduction  in  the  consumption 
of  fuel.  Contrary  to  the  general  belief, 
the  speaker  said,  alcohol  is  not  a  corro- 
sive .so  far  as  the  motors  are  concerned 
and  has  not  caused  any  damage  by  its 
employment.  The  Paris  bus  company 
has  also  experimented  with  both  ordi- 
nary city  illuminating  gas  and  charcoal 
gas  for  fuel.  The  latter,  when  gen- 
erated on  the  bus,  has  at  least  certain 
theoretical  disadvantages  in  any  vehicle 
for  the  transportation  of  passengers, 
among  them  the  disposition  of  the  heat 
radiated.  When  employed  in  bus  pro- 
pulsion, the  illuminating  gas  is  com- 
pressed to  175  kg.  per  square  centimeter. 
The  trials  that  have  been  conducted  up 
to  date  indicate  that  an  illuminating  gas 
which  does  not  contain  more  than  10 
per  cent  of  oxygen  can  be  compressed 
without  danger  to  200  kg.  pressure. 
The  reservoirs  used  for  the  transporta- 
tion of  this  compressed  gas  are  light  in 
weight.  Interesting  trials  are  being 
conducted  also  with  methane  gas,  and 
even  with  storage  batteries.  The  field 
of  the  latter  is  for  lines  that  do  not  have 
many  grades. 

The  association  voted  to  continue  next 
year  a  discussion  of  the  same  subject 
of  fuels  for  motor  buses  as  well  as  the 
effect  of  their  employment  on  mainte- 
nance, lubrication  and   first  cost. 

Radial  Axles 

The  session  on  May  12  was  given  up 
largely  to  a  discussion  of  the  report  on 
"Radial  Axles,"  as  presented  by  Messrs. 
Castaing    and    Harmel.      Abstr.icts    of 


950 


ELECTRIC  RAILWAY  JOURNAL 


Vol.7\.h'o.22 


these  reports  were  published  in  the  issue 
of  May  26. 

The  presiding  officer,  Mr.  Mariage  of 
Paris,  asked  the  speakers  to  give  briefly 
the  conclusions  reached  by  them,  and 
this  was  done. 

Mr.  Castaing  was  clearly  an  advocate 
of  fixed  axles,  even  with  a  long  wheel- 
base  and  cars  with  a  length  of  11  m. 
(36  ft.).  He  advocated  double  trucks 
for  cars  of  still  greater  length.  Mr. 
Harniel  of  Liege  was  not  in  entire 
agreement  with  the  conclusions  of  Mr. 
Castaing.  He  quoted  the  results  of 
some  tests  that  were  being  conducted  in 
Liege  and  advocated  the  use  of  radial 
axles  under  certain  circumstances, 
notably  when  the  system  had  many 
curves  of  short  radius. 

Mr.  Vente,  of  the  Marseilles  Tram- 
ways, cited  several  examples  of  the  use 
of  differential  axles  in  America  and 
Europe.  Mr.  Seiber  of  Nuremburg  was 
in  accord  with  Mr.  Castaing.  He 
praised  the  experiments  which  had  been 
conducted  on  this  problem  to  determine 
the  degree  of  wheel  and  rail  wear  after 
a  certain  time  with  radial  and  rigid 
axles.  A  delegate  from  Poland,  in  re- 
ferring to  the  differences  in  view  be- 
tween the  speakers,  suggested  that  the 
subject  be  put  on  the  program  for  the 
next  meeting. 

The  presiding  officer,  Mr.  Mariage, 
expressed  this  same  view  and  suggested 
to  the  speakers  on  the  subject  to  make 
their  tests  together,  so  that  the  results 
would  be  comparable. 

Rail  Corrugation  and  Standard- 
ization OF  Railway  Motors 

The  report  of  the  sub-committee  on 
rail  corrugation  of  the  standing  interna- 
tional committee  on  the  standardization 
of  street  railway  rails  and  track  equip- 
ment was  then  presented  by  Messrs. 
Thonet  and  Bacqueyrisse.  It  will  ap- 
pear in  abstract  in  a  later  issue.  The 
speakers  explained  that  at  the  Barce- 
lona convention  the  committee  had  rec- 
ommended the  employment  for  rails  of 
semi-hard  steel.  In  the  meantime,  it 
has  been  discovered  that  hard  steel 
which  has  a  high  elongation  gives  bet- 
ter results.  Now  the  committee  recom- 
mends the  use  of  hard  steel.  According 
to  Mr.  Bacqueyrisse,  the  principal  ques- 
tion which  remains  to  be  inve.stigated 
relates  to  methods  of  manufacture  and 
these  can  best  be  solved  by  the  makers 
of  rails.  These  problems  did  not  seem 
difficult  of  solution. 

Mr.  Hallet  of  the  Ougree  Marihaye 
Steel  Company,  Belgium,  was  not  of  this 
opinion,  but  Mr.  Bacqueyrisse  replied 
that  the  French  .steel  makers  had  agreed 
to  furnish  steel  according  to  the  specifi- 
cations in  the  report. 

In  connection  with  the  conclusion  of 
the  committee  that  for  steel  destined  for 
the  manufacture  of  rails,  the  quantity 
R  -f-  6A,  (in  which  R  equals  resistance 
and  A  equals  elongation),  ought  to  be 
higher  than  175,  an  American  delegate, 
Mr.  Fleming,  requested  the  elongation 
be  measured  on  the  French  standard  test 
piece  of  100  mm.  of  length. 

A  Polish  delegate  thought  that  the 
conclusions    lacked    precision    in    some 


places  and  suggested  that  the  committee 
issue  a  series  of  rail  specifications. 

Mr.  Bouton  replied  that  the  inter- 
national committee  on  rail  standards  had 
already  authorized  a  sub-committee  to 
do  this. 

Mr.  Peridier  presented  a  resume  of  a 
communication  relative  to  the  standard- 
ization of  railway  motors.  This  com- 
munication had  for  its  purpose  familiar- 
izing the  delegates  with  what  had 
occurred  since  the  Barcelona  conven- 
tion. The  subject  had  been  taken  up 
with  the  International  Electrotechnical 
Commission.  Standardization  is  being 
studied  by  this  commission  and  a  report 
will  probably  be  available  for  considera- 
tion at  the  1930  convention  of  the  asso- 
ciation. 

After   the   meeting    on    Saturday,    as 


well  as  after  the  meeting  on  Friday, 
the  delegates  made  trips  to  various 
points  of  interest  near  Rome.  On  Fri- 
day they  visited  Tivoli,  and  on  Saturday 
they  visited  Ostia. 

Concluding  Business 

Sunday  morning  was  devoted  to  a 
discussion  of  the  subject  raised  by  the 
consulting  committee  on  long  distance 
telephonic  communication,  relative  to 
the  protection  of  telephonic  cables 
against  corrosion  due  to  electrolysis  and 
other  chemical  action.  This  was  the 
conclusion  of  the  technical  sessions. 

That  evening  the  delegates  left  for 
Turin,  and  on  Tuesday  they  visited  at 
Milan,  where  they  inspected  the  new 
cars  and  rehabilitated  street  railway  sys- 
tem in  that  citv. 


Midwest  Association  Considers 
Ways  to  Improve  Service 


INTENSE  interest  in  whatever  prom- 
ises improvement  to  existing  railway 
equipment  and  operating  methods  wa.* 
the  tenor  of  the  simultaneous  sessions 
of  more  than  300  members  of  the  Mid- 
west Electric  Railway  Association  and 
the  Service  Betterment  Committee  of 
the  A.E.R.A.,  at  a  three-day  meeting 
lield  in  Kansas  City  this  week. 

The  word  speed  was  heard  frequently 
with  speculation  active  concerning  what 
new  cars  and  equipment  the  forthcom- 
ing convention  in  Cleveland  would 
bring  to  light.  .Speeding  up  of  street 
cars,  while  specifically  discussed  in  only 
one  paper,  was  touched  upon  by  speaker 
after  speaker,  indicating  the  considera- 
tion it  is  commanding  on  many  prop- 
erties. The  association  was  welcomed 
to  Kansas  City  by  Mayor  Albert  I. 
Beach,  who  assured  the  delegates  of 
the  city's  pleasure  at  their  presence. 
Powell  C.  Groner,  president  of  the 
Kansas  City  Public  .Service  Company, 
replying  to  the  Mayor,  emphasized  the 
necessity  for  a  "cards  on  the  table" 
policy  of  fair  dealing  with  both  city 
officials  and  the  public  in  general. 

Discussion  Lively  at  Luncheons 

The  two  round-table  luncheons  held 
on  Monday  were  devoted  to  the  general 
subjects  of  transportation  and  main- 
tenance. J.  L.  Adams,  superintendent 
of  transportation  Denver  Tramway. 
acted  as  chairman  of  the  transportation 
group.  Speakers  included  C.  H.  Even- 
son,  Chicago;  Del  A.  Smith,  Detroit; 
Jefif  Alexander,  Houston;  C.  W.  Wil- 
son, Pittsburgh ;  D.  L.  Fennell,  Kansas 
City ;  and  Joe  Ong,  transportation  en- 
gineer, Cincinnati.  Mr.  Evenson  out- 
lined the  methods  used  for  speeding  up 
Chicago  street  car  service.  He  de- 
clared that  there  is  no  panacea  for  slow 
operation  and  attributed  the  success 
achieved  by  his  property  to  a  combina- 
tion of  suitable  equipment  and  an 
organization  on  the  alert  by  constant 
pressure  for  better  operating  perform- 
ance. Mr.  Smith  described  the  express 
car  and  local  bus  service  on  Jefferson 


Avenue  in  Detroit  and  said  that  a  sched- 
ule speed  of  18  m.p.h.  is  easily  main- 
tained in  the  4-mile  express  area  on  this 
line.  Houston's  progress  in  the  develop- 
ment of  a  10-cent  express  bus  service 
was  outlined  by  Mr.  Alexander.  Mr. 
Wilson  explained  the  functions  of  the 
Pittsburgh  research  department,  which 
was  organized  to  provide  a  group  of 
engineers  unburdened  with  operating 
routine  to  make  special  studies  directed 
toward  the  improvement  of  operating 
methods  and  the  formulation  of  plans 
for  the  future.  Mr.  Fennell  discussed 
the  .steps  leading  to  the  new  bus  per- 
mit in  Kansas  City  under  which  a  charge 
of  15  cents  is  made  for  trunk-line  bus 
service.  Although  there  was  some  drop 
in  riding  during  the  first  few  days  fol- 
lowing the  increase  from  10  to  15  cents 
in  the  trunk-line  fare,  he  predicted  a 
rapid  recovery  from  this  initial  reaction. 
Mr.  Ong  presented  a  brief  summary  of 
the  rehabilitation  program  being  carried 
out  in  Cincinnati,  where  improvements 
in  physical  plant  and  service  have  pro- 
duced increased  patronage  and  a  favor- 
able outlook  for  the  property. 

The  maintenance  section  luncheon 
was  in  charge  of  R.  W.  Bailey,  general 
superintendent  of  maintenance  Kansas 
City  Public  Service  Company.  Noise 
reduction,  as  viewed  from  the  track  con- 
struction angle,  was  the  subject  of  a 
lively  interchange  of  opinions.  Con- 
tributing to  the  discussion  were  N.  R. 
Love,  Denver  Tramway,  who  with  A. 
E.  Harvey,  Kansas  City  Public  Service 
Company,  presented  the  pros  and  cons 
of  the  much-mooted  question  of  resilient 
versus  rigid  track  construction.  Others 
who  joined  in  the  general  discussion 
were  W.  J.  Martin,  Miami,  Okla.,  and 
D.  E.  Druen,  Kansas  City.  A  sum- 
mary of  the  latest  operating  and  cost 
data  on  the  gas-electric  type  buses  in 
test  operation  in  a  number  of  cities  in 
this  country  was  presented  by  Mr.  Cox 
of  the  General  Electric  Company. 

Pointing  (jut  that  the  first  requirement 
of  a  street  railway  is  a  .sound  roadway 
upon     which     the     cars     can     operate 


June  9, 1928 


ELECTRIC   RAILWAY  JOURNAL 


951 


smoothly,  that  is  paved  in  a  way  satis- 
factory to  the  pubhc,  and  that  can  be 
maintained  at  the  minimum  cost,  A.  E. 
Harvey,  superintendent  of  construction 
Kansas  City  Public  Service  Company, 
described  what  constituted  good  track. 
He  urged  that  there  were  three  im- 
portant points  for  consideration,  a  foun- 
dation capable  of  carrying  the  heaviest 
cars  and  trucks,  a  track  of  long  life,  and 
finally  a  pavement  of  material  satisfac- 
tory for  use  in  track  areas.  Concluding 
his  paper,  Mr.  Harvey  gave  details  of 
the  track  construction  in  progress  in 
Kansas  City. 

Courage  and  Brains  Needed 

Declaring  that  there  has  never  been 
a  time  when  the  future  of  the  electric 
railway  was  more  shrouded  with  un- 
certainty than  at  the  present,  J.  N. 
Shannahan,  president  Omaha  &  Council 
Bluffs  Street  Railway,  in  a  paper  which 
in  his  own  unavoidable  absence  was 
presented  by  C.  D.  Porter,  general  man- 
ager of  the  Omaha  property,  called  upon 
electric  railway  men  to  combine  courage 
with  brains  to  solve  the  difficulties  con- 
fronting the  industry. 

"The  cities  of  this  country  must  be 
served  by  a  system  of  local  transporta- 
tion," said  Mr.  Shannahan,  "and  in  my 
judgment  the  backbone  of  it  will  con- 
tinue to  be  the  car  on  rails."  He  con- 
tinued :  "Except  in  certain  outstanding 
instances  it  seems  to  me  that  we  our- 
selves have  not  met  the  fast  changing 
situation  with  as  much  courage  as  we 
should  have,  and  certainly  not  with  far- 
sighted  vision  of  our  opportunities,  to 
say  nothing  of  our  duty." 

In  a  paper  on  present  day  conditions 
and  tendencies  in  the  industry,  R.  P. 
Woods,  president  Kansas  City,  Clay 
County  &  St.  Joseph  Railway,  cited 
statistics  compiled  by  the  A.E.R.A.  to 
show  the  operating  experiences  of  206 
electric  railways  for  1926  and  1927. 
.Mr.  Woods  reviewed  some  of  the  more 
pertinent  factors  showing  the  trend  of 
last  year's  business.  Outlining  what  he 
considers  the  factors  involved  in  the 
status  of  the  Midwest  Association  group 
of  electric  lines,  he  pointed  out  that  the 
city  lines  during  the  four  years  ending 
with  last  year  lost  by  gradual  decline  an 
average  per  line  of  14.8  per  cent  of  the 
number  of  passengers  carried  in  1923, 
,ind  with  it  suffered  a  decrease  in  pas- 
senger revenue  of  13  per  cent.  Hard 
study  by  the  railway  operators  is  needed, 
said  Mr.  Wood,  to  fit  their  properties 
into  the  new  scheme  of  transportation 
economically  and  remuneratively.  The 
management  and  personnel  are  as  good 
as  the  best  of  other  organized  businesses, 
lie  continued,  as  is  attested  by  the  way 
the  railways  have  survived  the  com- 
petition from  private  automobiles,  buses 
;ind  trucks,  and  retained  the  patronage 
they  now  possess. 

Treadle  operation  and  its  effect  on 
line-man  service  was  discussed  by  R.  L. 
Frehse,  sales  engineer  National  Pneu- 
matic Company,  who  illustrated  his  re- 
marks with  a  moving  picture  depicting 
the  operation  of  treadle  equipped  street 
cars  and  buses  in  a  score  of  United 
States  and  Canadian  cities.  L.  E.  Gould, 
jjresident     Economy     Electric     Devices 


Company,  discussed  the  possible  savings 
to  railway  properties  where  changes  in 
physical  equipment  will  reduce  the 
characteristic  energy  consumption  of  in- 
dividual cars  and  where  opportunities 
for  increasing  the  individual  car  operat- 
ing efficiency  of  the  platform  man  are 
watched.  Reference  was  made  to  the  ex- 
periments carried  on  in  Baltimore  and 
in  Chicago  analyzing  frictional  losses  in 
street  cars.  This  paper  will  be  ab- 
stracted in  a  forthcoming  issue  of  the 
Journal. 

R.  L.  Hermann,  transportation  man- 
ager, Southwestern  District,  Westing- 
house  Electric  &  Manufacturing 
Company,  discussed  the  progress  being 
made  in  the  improving  of  cars  and  car 
equipment.  Declaring  that  safety, 
speed,  comfort,  and  ease  of  passenger 
interchange  are  the  primary  considera- 
tions which  will  influence  design  of 
future  street  cars,  Mr.  Hermann  out- 
lined some  of  the  accomplishments  in 
new  motors,  control  equipment  which 
can  be  remotely  operated,  edgewound 
type  resistors,  the  use  of  inductances  to 
smooth  the  braking  cycle,  and  the  de- 
velopment of  dynamic  braking  as  a 
means  of  securing  more  rapid  retarda- 
tion rates  and  utilizing  part  of  the 
energy  ordinarily  wasted  in  braking  for 
car  heating. 

E.  E.  Soules,  manager  publicity  de- 
partment Illinois  Traction  system,  which 
will  be  known  in  the  future  as  the  Illi- 
nois Terminal  Railroad  System,  pre- 
sented a  number  of  slides  illustrating  a 
variety  of  advertising  which  is  being 
carried  on  by  electric  railway  companies 
throughout  the  country,  more  particu- 
larly referring  to  the  material  which  is 
being  released  for  local  consumption. 
Mr.  Soules  stressed  the  importance  of 
telling  the  public  the  story  of  electric 
railway  facilities  and  advantages. 

Summarizing  the  progress  which  has 
been  made  by  his  company  in  the  de- 
velopment of  a  worm  drive  truck  for 
street  cars,  William  Bonn,  railway  rep- 
resentative of  the  Timken-Detroit  Axle 
Company,  pointed  out  that  the  prob- 
lems encountered  up  to  the  present  have 
been  confined  almost  entirely  to  the 
brakes.  He  described  how  the  brakes 
have  been  redesigned  in  a  few  essentials 
to  meet  the  required  conditions.  A  new 
shoe  using  a  single  brake  block  has  been 
built  and  cams  and  leverages  have  been 
changed  to  use  a  higher  air  pressure.  A 
center  plate  has  been  constructed  which 
many  operators,  according  to  Mr.  Bonn, 
believe  has  the  advantages  of  a  floating 
bolster  and  lacks  its  disadvantages. 

The  functioning  of  the  safety  council 
as  organized  in  Kansas  City  and  else- 
where was  discussed  in  a  paper  by  F.  C. 
Lynch,  director  Kansas  City  Safety 
Council.  Mr.  Lynch  outlined  in  some 
detail  specific  examples  where  the  char- 
acter of  personnel  on  an  organization  so 
representative  of  strictly  community 
interests  has  made  it  possible  to  secure 
co-operation  in  matters  of  civic  welfare 
that  could  not  have  been  obtained  by 
more  direct  methods  of  approach  on  the 
part  of  the  organizations  concerned. 
Mr.  Lynch  divided  his  discussion  of 
safety    council    work    into    two   general 


phases,  the  application  to  the  organiza- 
tion itself  and  the  participation  of  the 
organization  in  organized  safety  which 
has  to  do  with  the  public  safety.  This 
paper  will  be  published  in  abstracted 
form  in  a  subsequent  issue  of  the 
Journal. 

G.  H.  Roosevelt,  General  Electric 
Company,  Chicago  district,  analyzed 
briefly  some  of  the  problems  confront- 
ing the  electric  railways  which  must  be 
met  in  effecting  a  substantial  betterment 
of  service.  Airplanes  will  encourage 
greater  speed  in  transportation,  said  Mr. 
Roosevelt,  and  the  electric  railways  of 
the  country  must  be  prepared  to  capi- 
talize on  the  advantages  expected  to 
accrue  from  co-operative  rail  and  air 
lines.  At  the  Monday  evening  banquet 
W.  H.  Manss,  industrial  expert  Cham- 
ber of  Commerce  of  Kansas  City,  was 
the  speaker. 

Election  of  the  following  officers  con- 
cluded the  business  of  the  three-day 
meeting:  President,  F.  G.  Buffe,  Kan- 
sas City  Public  Service ;  first  vice- 
president,  R.  J.  Lockwood,  assistant 
general  manager  St.  Louis  Public  Serv- 
ice Company ;  second  vice-president, 
H.  S.  Robertson,  president  Denver 
Tramway ;  secretary-treasurer,  J.  A. 
Weimer,  superintendent  transportation 
Kansas  City,  Clay  County  &  St.  Joseph 
Railwav;  F.  S.  Welty,  Robert  P. 
Woods,  A.  R.  Koonce  and  H.  B.  Cob- 
ban were  elected  to  the  executive  com- 
mittee, which  now  consists  of  eight  men. 
The  other  four  whose  terms  did  not 
expire  are:  D.  L.  Fennell,  B.  W. 
Frauenthal,  J.  L.  Adams,  and  A.  E. 
Reynolds. 

The  program  of  entertainment  pro- 
vided by  the  Kansas  City  Public  Serv- 
ice Company  quite  eclipsed  all  previous 
accomplishments  in  this  respect  and  was 
notable  for  its  exceptional  caliber,  the 
smoothly  functioning  efficiency  with 
which  it  was  executed,  and  the  success 
with  which  interest  and  enjoyment,  was 
sustained  to  the  verv  end. 


Program  for  Coney  Island 
Meeting 

INTERESTING  subjects  have  been 
selected  for  discussion  at  the  annual 
meeting  of  the  New  York  Electric  Rail- 
way Association,  to  be  held  at  the  Half 
Moon  Hotel,  Coney  Island,  N.  Y.,  June 
14  and  15.  The  following  program  has 
just  been  announced : 

Thursday,  June  14 
10:30  a.m. 

Address  of  the  President. 

Report  of  Executive  Committee. 

Report  of  the  Treasurer. 

Report  of  Special  Committees. 

"Increasing  the  Efficiency  of  Passenger 
Transportation  in  City  Streets,"  by  John 
A.  Miller,  Jr.,  editor  Aera,  associate  editor, 
Electric  Railway  Journal. 

Discussion,  by  Hawley  S.  Simpson, 
traffic  engineer  Essex  County,  N.  J.,  and 
I.  C.  Fox,  secretary  A.  I.  Namm  &  Son, 
Brooklyn,  N.  Y. 

"Selection  of  Men  as  it  Affects  Service," 
by  Dr.  C.  P.  Segard,  assistant  secretary 
Third  Avenue  Railway  System,  New 
York.  N.  Y. 

Discussion,   by   A.    L.    Hodges,   assistant 


952 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No. 23 


general  manager  Brooklyn  City  Railroad, 
and  R.  R.  Hadsell,  general  superintendent 
of  transportation  New  York  State  Rail- 
ways, Rochester,  N.  Y. 

Afternoon  Session 

"How  the  International  Railway  Com- 
pany is  Building  Up  Good  Will,"  by  B.  J. 
Yungbluth,  president  International  Rail- 
way, Buffalo,  N.  Y. 

"Lack  of  Progress  in  Car  Cleaning 
Methods,"  by  Hugh  Savage,  superintendent 
of  equipment  Brooklyn  City  Railroad, 
Brooklyn,  N.  Y. 

Informal  discussion. 

"Shops  and  Maintenance  of  Equipment," 
by  Niles  Persons,  superintendent  surface 
line  shops,  Brooklyn-Manhattan  Transit 
Corporation,  Brooklyn,  N.  Y. 

Informal  discussion. 

"Shops  and  Maintenance  of  Equipment 
from  a  Manufacturer's  Viewpoint,"  by 
E.  C.  Brandt,  assistant  works  manager, 
Westinghouse  Electric  &  Manufacturing 
Company,   Pittsburgh.   Pa. 

Appointment  of  Committee  on  Nomina- 
tions. 

Report  of  Committee  on  Nominations. 

Election  of  Officers. 

Extensive  arrangements  have  been 
made  for  entertainment,  including  spe- 
cial luncheons,  bridge,  dancing  and  a 
beach  party  for  the  ladies.  There  will 
also  be  an  18  hole,  medal  play,  golf 
tournament  at  the  Fox  Hills  Golf  Club, 
Staten  Island,  on  Friday,  June  15. 
Prizes  will  be  awarded  at  dinner  at  the 
Club  House. 

Arrangements  have  been  made  for  in- 
spection of  the  Coney  Island  Shops  of 
the  Brooklyn-Manhattan  Transit  Cor- 
poration at  any  time  during  the  day  on 
Friday. 


Indiana  Utilities  Association 
Meet? 

AT  THE  annual  general  session  of  the 
.Indiana  Public  Utilities  Association, 
held  in  Indianapolis,  Ind..  on  May  23, 
John  B.  Maling  of  Hammond,  Ind.,  con- 
demned government  ownership  pro- 
po.sals  and  attributed  most  of  the  agita- 
tion in  Congress  to  representatives  and 
senators  from  Western  states.  His  sub- 
ject was  "Legislating  the  Government 
into  Business." 

Factors  tending  to  increase  popular 
distrust  of  state  regulation  were 
enumerated  by  Harvey  Harmon,  a 
member  of  the  Indiana  Public  Service 
Commission,  in  a  talk  on  "What  Is 
Wrong  with  Regulation  in  Indiana?" 
Some  of  the  declining  confidence  re.sults, 
he  said,  from  the  practice  of  certain 
companies  and  speculative  promoters  in 
the  state,  the  latter  being  particularly 
prominent  in  recent  months.  As  evi- 
dence of  the  continuing  attack  on  the 
commission,  Mr.  Harmon  told  how 
eight  of  the  seventeen  candidates  for 
Governor  in  the  primary  campaign  of 
the  two  major  parties  this  year  declared 
in  favor  either  of  abolishing  or  of 
radical  amendment  of  the  commission's 
powers.  In  discussing  the  abolition  of 
the  commission  he  ventured  the  opinion 
that  with  regulation  abandoned,  the 
financial  position  of  interurbans  and 
street  railways  would  be  so  gravely  im- 
paired that  every  one  would  be  thrown 


into  receivership.  Federal  control,  for 
which  the  demand  is  increasingly  in- 
sistent, would  make  utilities  the  football 
of  national  politics,  he  said. 

Increasing  costs  of  rate  hearings 
which  are  sustained  by  consumers  and 
the  failure  of  some  companies  to  allocate 
their  value  to  the  cities  they  serve  were 
mentioned  by  Mr.  Harmon.  Some 
phases  of  expert  valuation  by  utility  en- 
gineers also  came  under  his  censure. 

State  Regulation   Disappointing 

Outlining  some  of  the  functions  of  the 
association.  Arthur  Brady,  receiver  and 
president  of  the  Union  Traction  Com- 
pany of  Indiana,  Anderson,  Ind.,  de- 
clared in  his  address  that  state  regula- 
tion had  been  a  disappointment  to  the 
consumers  from  the  day  of  its  inception 
in  Indiana,  because  part  of  the  people 
had  been  led  to  believe  that  it  would  re- 
sult in  radical  rate  reductions.  Such  a 
hope  could  not  have  been  realized  even 
in  the  normal  economic  conditions  pre- 
vailing before  the  World  War,  and 
after  the  war  began  reduction  was  more 
impossible  than  ever  because  of  .rising 
price  levels,  he  said. 

Mr.  Brady  called  attention  to  the  in- 
creasing tax  burden  of  state  utilities  and 
said  he  thought  tiie  association  should 
study  the  subject.     Discussing  the  Fed- 


eral Trade  Commission's  present  in- 
vestigation of  the  work  of  public  utility 
information  bureaus,  he  said  that  he  had 
seen  "nothing  to  indicate  that  such  in- 
quiry has  developed  facts  not  entirely 
creditable  to  these  bureaus." 

"Training  of  Supervisory  Forces" 
was  the  subject  of  an  address  by  Morse 
Dell  Plain,  vice-president  of  the  North- 
ern Indiana  Public  Service  Company, 
Hammond,  Ind.  The  value  of  organized 
instruction  in  the  management  of  per- 
sonnel was  emphasized  by  him.  "It  is 
the  object  of  supervisory  training 
courses  today  to  show  executives  how 
to  be  leaders  rather  than  drivers,"  he 
said.  "Every  employee  has  the  right  to 
be  well  managed,  and  unless  he  is,  the 
company  and  the  employee  both  are 
sufferers." 

At  the  annual  banquet  those  at  the 
speakers'  table  were  Mr.  Brady;  W.  H. 
Onken,  Jr.,  editor  of  Electrical  World; 
Charles  W.  Chase,  president  Gary  Rail- 
ways ;  Robert  I.  Todd,  president  Indian- 
apolis Street  Railway ;  S.  E.  Mulholland, 
vice-president  Northern  Indiana  Public 
Service  Company ;  E.  Van  Arsdel,  presi- 
dent Interstate  Public  Service  Company; 
C.  H.  Rottger,  president  Indiana  Bell 
Telephone  Company,  and  Emmett  G. 
Ralston,  vice-president  Indianapolis 
Power  &  Light  Company. 


American  Association  D^ws 


^^^ 


Rolling  Stock 

THE  presentation  of  preliminary  re- 
ports by  the  various  special  commit- 
tees of  the  rolling  stock  division  and 
suggestions  for  additions  or  changes 
occupied  the  attention  of  the  general  roll- 
ing .stock  committee  at  a  meeting  held  at 
association  headquarters  New  York  City, 
on  May  4  and  5.  Those  present  were : 
A.  T.  Clark,  chairman;  W.  S.  Adams, 
V.  W.  Berry,  C.  Bethel,  R.  S.  Bull, 
R.  W.  Cost,  R.  A.  Hutchins,  J.  S.  Mc- 
Whirter,  A.  D.  McWhorter,  H.  Savage, 
C.  W.  Squier  and  W.  T.  Vivian. 

To  promote  a  broader  discussion  of 
topics  of  interest  to  rolling  stock  men 
and  also  perhaps  to  interchange  main- 
tenance and  operating  data  the  commit- 
tee favored  having  a  general  meeting  of 
the  rolling  stock  division  at  least  once 
each  year.  Recommendations  will  be 
made  regarding  this  so  that  some  plan 
for  a  proper  arrangement  of  the  meeting 
may  be  provided.  'I'lie  question  of  giv- 
ing further  study  to  paint  practice,  meth- 
ods of  painting  and  various  color  com- 
binations was  discussed.  The  general 
opinion  was  that  this  might  prove  a 
desirable  subject  for  assignment  to  a 
special  committee  next  year,  particularly 
regarding  methods  of  spray  painting. 

Under  revision  of  Manual  sections  the 
question  of  introducing  a  limit  for  car- 
bon content  in  the  specifications  for 
quenched  and  tempered  gears  was  dis- 
cussed. Also  there  appears  to  be  a  de- 
mand for  an  axle  larger  than  present 
association  standards.    The  design  of  a 


thicker  type  of  brakeshoe  and  some  ques- 
tions regarding  doors  and  end  connec- 
tions of  freight  cars  were  further  sub- 
jects that  are  being  considered  in  the 
revision. 

Special  committee  No.  2  on  motor 
coaches  outlined  the  work  being  done 
by  the  committee  in  co-operation  with 
other  associations  and  committees.  Spe- 
cial committee  No.  3  on  car  design 
expects  to  have  some  information  of 
interest  on  the  tests  of  various  drives 
for  presentation  in  its  report  of  progress. 

A  very  complete  report  on  lighting 
was  presented  by  Special  committee 
No.  4.  The  various  subjects  assigned 
for  study  were  reported  on  and  various 
conmients  and  suggestions  for  additions 
and  corrections  were  made.  In  discuss- 
ing the  use  of  twenty  in  series  lamps 
it  developed  that  some  difficulty  had 
been  experienced  from  shopmen  trying 
to  interchange  these  lamps  with  stand- 
ard five  in  series  type.  Those  present 
suggested  that  manufacturers  should 
contribute  some  means  of  making  the 
new  type  of  lamp  so  that  it  would  not 
be  interchangeable  with  the  standard 
five  in  series  type.  Special  committee 
No.  5  on  bearings  is  obtaining  informa- 
tion from  a  questionnaire.  This  will  be 
analyzed  for  the  progress  report  this 
committee  will  make.  Committee  No.  6 
on  lubrication  will  also  present  a  prog- 
ress report.  Special  committee  No.  7  on 
automatic  couplers  has  a  meeting  sched- 
uled at  which  various  points  to  he  de- 
cided will  be  taken  up  and  a  preliminary 
report  made. 


June  9,  1928 


ELECTRIC  RAILWAY  JOURNAL 


953 


Data  are  being  collected  by  special 
committee  No.  8  on  motor  brushes  and 
tests  are  being  conducted.  Special  com- 
mittee No.  9  on  noise  reduction  has  also 
been  conducting  tests  on  wheel  noise 
and  a  report  of  the  investigation  will 
•  be  made.  Wheel  welding,  assigned  to 
i  special  committee  No.  10,  is  receiving 
much  attention.  A  large  amount  of 
data  have  been  collected  and  the  work 
is  progressing  but  it  is  too  soon  to  make 
(definite  recommendations.  Special  com- 
Imittee  No.  11  on  current-collecting  de- 
vices presented  a  report  and  analysis 
lof  information  obtained  from  a  question- 
'naire,  together  with  recommendations 
for  trolley  bases  and  poles.  The  analysis 
(also  includes  information  on  trolley 
(wheels.  Special  committee  No.  13  on 
llimits  of  wear  is  collecting  information 
for  analysis. 


Education 

CONVENTION  activities  proposed 
by  the  committee  on  education,  as 
Iwell  as  the  final  draft  of  the  annual 
ireport,  were  submitted  and  approved  at 
|a  well  attended  meeting  of  the  com- 
imittee  in  New  York  on  June  5.  This 
lyear  two  series  of  training  meetings 
ifor  conference  leaders  will  be  held.  One 
:will  be  for  non-transportation  men,  and 
Iwill  be  under  the  leadership  of  Frank 
iCushnian,  of  the  Federal  Board  of  Voca- 
jtional  Training.  This  series  of  meet- 
iings  will  be  an  amplification  of  a  similar 
'set  of  meetings  held  during  the  1927 
iconvention  under  Mr.  Cushman. 
I  The  second  series  of  meetings  will 
|be  conducted  to  develop  leaders  for 
|groups  in  the  trarisportation  depart- 
;ments.  William  A.  Durgin,  Director 
|of  Public  Relations  of  the  Common- 
Iwealth  Edison  Company,  has  agreed  to 
tconduct  this  series  of  meetings.  This 
'is  the  first  attempt  to  develop  conference 
jleaders  of  transportation  men  conducted 
»n  a  national  basis  by  the  association. 
I  The  conference  periods  will  be  short- 
ened and  will  be  lield  only  from  Monday 
Ko  Friday,  inclusive,  and  will  not  attempt 
!to  cover  the  extra  day,  as  last  year. 

A.  J.  Rowland  will  act  as  sponsor  for 
the  non-transportation  group,  and  J.  S. 
Hyatt  in  a  similar  capacity  for  the  trans- 
jportation  men.  Outlines  of  the  two  pro- 
trams  submitted  to  the  committee  were 
Approved  subject  to  such  modifications 
bs  might  be  suggested  by  the  conference 
'leader. 

There  will  be  an  educational  luncheon 
conference  similar  to  that  held  last  year, 
|which  is  being  organized  by  C.  D. 
.Smith,  of  the  Cleveland  Railway.  This 
(luncheon  conference  will  be  open  to 
company  executives  who  are  interested 
in  the  general  question  of  employee 
education. 

H.  H.  Fenton  has  written  and  devel- 
oped a  two-act  playlet  that  dramatizes 
the  old  and  the  new  method  of  dealing 
fwith  accidents.  An  actual  demonstration 
iwas  given  the  committee  during  the  after- 
jnoon  of  the  meeting  by  employees  of  the 
Public  Service  Co-ordinated  Transport. 
This  dramatized  so  clearly  the  advantage 
bf  reinstruction  and  the  different  attitude 
p  the  men  with  the  two  dififerent  meth- 


ods of  handling  serious  accidents  that 
the  committee  voted  to  have  this  play- 
let presented  before  the  T.  &  T.  Asso- 
ciation. It  is  expected  that  arrange- 
ments will  be  made  so  that  the  same 
group  of  Public  Service  employees  will 
go  to  Cleveland  to  give  this  demon- 
stration. 

Starting  only  three  years  ago,  the 
progress  that  has  taken  place  in  develop- 
ing interest  in  employee  education  has 
been  remarkable.  The  committee  on 
education,  under  the  leadership  of 
Edward  Dana  and  H.  H.  Norris,  of  the 
Boston  Elevated  has  been  largely  re- 
sponsible for  this  accelerated  progress. 

An  attractive  series  of  exhibits  are 
being  arranged  by  several  companies, 
actively  engaged  in  educational  work 
and  will  be  displayed  at  the  convention 
in  an  appropriate  booth.  The  only  ex- 
hibit of  this  kind  heretofore  was  made 
in  1926.  The  exhibit  of  1928  will  con- 
trast the  work  and  the  expansion  of 
educational  activities  in  the  past  two 
years. 

Those  in  attendance  at  the  meeting 
were  Edward  Dana,  chairman ;  H.  H. 
Norris,  H.  H.  Fenton,  A.  J.  Rowland, 
J.  S.  Hyatt,  J.  A.  Dewhurst,  A.  B.  Gib- 
son, C.  D.  Smith,  L.  P.  Baurhenn, 
Guy  H.  Hecker,  and  H.  B.  Potter.  Man- 
aging Director  L.  S.  Storrs  attended 
the  sessions  for  a  short  time. 


Rolling  Stock  Committee  No.  4 

PRESENTATION  of  preliminary  re- 
ports and  outlining  material  to  go 
into  the  final  report  constituted  the  busi- 
ness at  a  meeting  of  rolling  stock 
committee  No.  4  on  lighting,  held  at  as- 
sociation headquarters.  New  York  City, 
May  21.  Those  present  were:  R.  W. 
Cost,  chairman,  A.  L.  Broe,  W.  W. 
Brown,  H.  S.  Deininger,  E.  E.  Dorting, 
and  H.  G.  Lewis. 

The  special  committee  appointed  to 
investigate  the  subject  of  head  and  tail 
lighting  requirements  presented  a  pre- 
liminary report  covering  a  discussion  of 
double  headlights,  illumination  of  front 
dashers  of  cars,  and  a  list  of  standard 
headlight  lamps  for  electric  railway  serv- 
ice. A  brief  treatise  on  the  application 
of  stoplights  to  cars  will  be  included. 

A  revised  report  on  the  subject  of  tail 
lights,  classification  lights  and  illumin- 
ated signs  was  presented.  Marker 
Hghts,  where  operated  from  rail  or 
trolley  voltage,  are  to  be  included  in 
this  report.  A  report  will  be  prepared 
on  signal  and  emergency  lights  for  cars 
and  those  present  considered  the  use  of 
signal  lights  desirable  for  one-man  car 
operation  to  indicate  when  rear  doors 
have  been  closed  properly,  and  also  for 
heavy  traction  where  cars  are  used  in 
train  service. 

Investigation  as  to  the  illumination 
of  electric  railway  properties  from  trol- 
ley voltage  has  been  made.  Additional 
materia!  is  to  be  presented  in  the  study 
of  car  lighting  with  a  view  to  present- 
ing improvements  and  economies  due 
principally  to  standardization  of  uniform 
practices.  A  recommended  practice  is 
being  developed  in  lamp  inspection  and 


specifications  for  lamps  for  dififerent 
systems  will  be  given.  The  committee 
is  considering  the  advisability  of  having 
certain  features  on  lighting  exhibited  at 
the  Cleveland  Convention. 


Publications 

MATTERS  of  policy  pertaining  to 
Aera  were  the  principal  subjects 
of  discussion  at  a  meeting  of  the  com- 
mittee on  publications  held  at  associa- 
tion headquarters  on  June  1.  J.  W. 
Welsh,  general  secretary,  presented  a 
financial  statement  showing  that  the 
paper  is  at  present  well  within  its 
budget  allowance  and  may  be  expected 
to  finish  the  current  year  in  the  same 
condition.  Mr.  Welsh  also  gave  fig- 
ures concerning  circulation  showing 
that  the  number  of  subscribers  is  now 
substantially  the  same  as  at  the  begin- 
ning of  the  year. 

Careful  consideration  was  given  to 
a  suggestion  that  Aera  be  mailed  flat 
in  envelopes  rather  than  folded  in 
wrappers  as  at  present.  It  was  brought 
out  that  the  additional  cost  of  mailing 
in  envelopes  would  be  considerable,  and 
it  was  therefore  decided  to  continue  the 
present  method. 

J.  H.  Hanna,  chairman,  stated  that 
the  progress  made  thus  far  in  shaping 
the  publication  to  the  policy  decided 
upon  by  the  executive  committee  last 
year  had  exceeded  his  expectations. 
He  spoke  also  of  the  dual  functions 
of  discussing  the  activities  of  the  as- 
sociation and  of  presenting  material 
of  interest  and  value  to  the  rank  and 
file  of  the  electric  railway  industry. 
Mr.  Sawyer  expressed  the  opinion  that 
each  issue  was  coming  nearer  to  the 
accomplishment  of  this  purpose. 

Consideration  was  then  given  to  a 
number  of  specific  suggestions  from 
readers.  Some  of  these  were  con- 
sidered to  be  impracticable  and  were 
disapproved  by  the  committee.  It  was 
decided,  however,  to  endeavor  to 
publish  a  series  of  inspirational  articles 
telling  about  noteworthy  achievements 
of  individuals  in  the  industry. 

The  possibility  of  making  a  sub- 
stantial increase  in  the  circulation  of 
the  publication  was  then  discussed.  It 
was  the  concensus  of  opinion  that 
particular  attention  should  be  paid  to 
company  section  activities  with  a  view 
to  increasing  the  number  of  company 
section  members   of  the  association. 

The  remainder  of  the  meeting  was 
taken  up  by  discussion  of  matters 
pertaining  to  the  collection  and  publica- 
tion of  statistics  by  the  association. 
Generous  praise  was  given  by  all  the 
members  of  the  committee  to  E.  J. 
Murphy,  chief  statistician,  for  his  work. 

Those  present  at  the  meeting  were : 

J.  H.  Hanna,  chairman ;  H.  V. 
Bozell,  vice-chairman  on  Aera;  F.  W. 
Doolittle,  vice-chairman  on  statistics ; 
T.  R.  Langan,  H.  H.  Norris,  A.  S. 
Richey,  W.  H.  Sawyer,  R.  S.  Tomp- 
kins, E.  P.  Waller,  L.  F.  Stoll,  rep- 
resenting Charles  Gordon,  L.  S.  Storrs, 
J.  W.  Welsh,  G.  C.  Hecker,  E.  J. 
Murphy  and  J.  A.  Miller,  Jr. 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.23 


No  Referendum  on  Eastern 
Massachusetts  Public  Control 

An  attempt  to  obtain  a  referendum 
on  the  bill  signed  by  Governor  Fuller 
of  Massachusetts  a  short  time  ago  to 
extend  for  five  years  the  public  control 
of  the  Eastern  Massachusetts  Street 
Railvvav  has  resulted  in  failure  as  a  con- 
sequence of  a  ruling  by  Acting  Attorney 
General  F.  Delano  Putnam  that  it  is  an 
excluded  matter  under  the  initiative  and 
referendum  amendment  to  the  Con- 
stitution. An  original  referendum  peti- 
tion signed  bv  ten  citizens,  v^'as  filed 
with  Secretary-  of  State  Frederic  W. 
Cook,  who  referred  it  to  the  attorney 
general's  department  for  a  ruling.  In 
his  opinion.  Mr.  Putnam  states,  it  is 
not  a  proper  matter  for  referendum,  in 
that  section  12  of  the  act  deals  with  the 
powers  of  the  courts,  matters  which  are 
specifically  excluded  from  the  operation 
of  the  initiative  and  referendum. 


More  Moves  in  New  York  City 
Fare  Case 

Permission  to  bring  before  it  addi- 
tional papers  and  records  in  the  Nevv 
York  subway  fare  appeal  was  granted 
by  the  Supreme  Court  of  the  United 
States  on  June  4.  The  decision  was  in 
connection  with  New  York  City's  ap- 
plication to  file  further  documents. 

The  court  also  definitely  set  Oct.  1 
as  the  date  for  hearing  on  the  appeal. 
The  court  announced  that  originally  the 
case  had  been  set  tentatively  for  hear- 
ing on  Oct.  1,  ahead  of  seventeen  other 
cases  advanced  for  hearing  at  the  begin- 
ning of  the  fall  term. 

The  court's  action  grants  the  writ  of 
certiorari  filed  bv  New  York  City 
agents  to  compel  the  Federal  Statutory 
Court  of  New  York  to  send  up  to  the 
Supreme  Court  all  the  papers,  docu- 
ments and  records  in  the  case  involving 
che  city  and  the  Interborough  Rapid 
Transit  Company. 


Good  Safety  on  Chicago  Rapid 
Transit  Lines 

New  records  for  safety  of  employees 
were  established  by  the  Chicago  Rapid 
Transit  Company  in  1927,  according  to 
Melvin  W.  Bridges,  safety  engineer. 

Employees  of  the  Loop  division  led 
the  transportation  department  of  the 
"L"  lines  with  an  almost  perfect  record 
of  99.51  per  cent  as  their  safety  opera- 
tion average  for  the  twelve  months. 
During  this  time  there  was  only  one  dis- 
abling injury  to  an  employee  and  only 
nine  davs  of  lost  time  due  to  employee 
accidents.  The  Metropolitan  division 
employees  of  this  department  came  sec- 
ond with  a  record  of  97.31  per  cent  safe, 


and  the   South   Side  division  was  third 
with  a  percentage  of  97.30. 

Mr.  Bridges  said  that  in  carrying  on 
safety  work  during  1927  a  total  of  358 
meetings  were  held  among  the  em- 
ployees ;  that  suggestions  for  raising  the 
standard  of  safety  on  the  "L"  are 
ofifered  and  discussed  by  the  employees, 
and   those  found  worth  while  are  used. 


Wage  Contract  Still  Under 
Negotiation  in  Toronto 

After  negotiations  extending  over  a 
period  of  two  weeks  the  Toronto  Trans- 
"-ortation  Commission,  Toronto,  Ont. 
has  ofifered  to  continue  the  contract  with 
union  platform  men  which  expired  on 
March  31  after  being  in  existence  for 
two  years.  The  feature  of  the  agree- 
ment presented  by  the  union  was  a  de- 
mand for  two  weeks'  vacation  with  pay. 
The  union  took  tlie  stand  that  its  mem- 
bers were  civic  employees  and  should 
receive  a  vacation  without  loss  of  wages. 
The  offer  of  the  commission  was  r'' 
jected  and  the  union  committee  in- 
structed to  continue  its  negotiations. 


Fare  Question  Up  in  Columbus 

When  the  Council  of  Columbus,  Ohio, 
considers  the  proposed  25-year  fran- 
chise of  the  Columbus  Railway,  Power 
&  Light  Company,  the  fare  problem 
may  be  complicated  by  the  fact  that  the 
power  franchise  is  held  by  the  company 
as  assignee  of  the  Indianola  Heating  & 
Light  Company.  That  grant  was  made 
on  Aug.  14,  1903.  and  expires  on  Aug. 
14  this  year. 

Hints  of  the  need  for  an  increase 
in  fare  first  came  during  the  franchise 
negotiations  of  the  summer  of  1926. 
An  attempt  was  made  by  members  of 
the  Council  at  that  time  to  combine  tlie 
power  rate  with  the  railway  rate  in  the 
proposed  franchise.  C.  C.  Slater,  presi- 
dent of  the  company,  declared  at  that 
time  that  if  the  power  rate  question  were 
injected  into  the  franchise,  and  the  price 
of  power  lowered,  it  would  certainly  be 
necessary  to  increase  fares  and  hinted 
at  a  7-cent  car  fare.  The  franchise 
intended  to  apply  to  the  railway, 
passed  by  the  City  Council  on  Sept  25, 
1926,  but  rejected  by  the  ccmpany.  con- 
tained a  provision  for  a  5-cent  fare. 


Parade  of  Progress  in  Baltimore 

400  members  of  local  Chamber  of  Commerce  inspect  railway  plant 

and  witness  progress  in  car  design,  with  horse  car  in 

vanguard  of  interesting  procession 

AHORSE  CAR,  the  only  relic  of  early  stafif.  As  they  entered  the  buildings  they 

transportatiim  days  now  in  the  com-  were  welcomed  by   President   Emmons 

pany's     possession,     trundled     its     way  and  General  Manager  Potter, 

through    a    few    Baltimore    streets    on  A  tempting  luncheon  was  served  in 

April   25   in   connection   with   a   display  the   carpenter   shop   and   the    inspection 

made  at  Carroll  J 'ark  shops  for  the  edi-  was  then  started.     Special  points  of  in- 

fication  of  about   400   members   of   the  terest    to    which    attention    was    called 

Baltimore    Association    of    Commerce,  were  all  numbered,  and  were  exphiiiied 

guests   for   the   afternoon   of    President  in   a  brochure  handed  to  each   visitor. 

C.  D.  Emmons  and  the  United  Railways  The  parade  of  the  street  cars  consisted  of: 

&  Electric  Company.  Horse-drawn  car,  built  about   1860. 

First    there    was    a    luncheon    to    the  ,  Single-truck     IS-ft     closed    car     (early 

vishing  group,  members  of  which  were  ^"^l-^.e^^^^ck'^llff  ^lofd"' car     (early 

carried    o   the   shops   in   buses      Then  ^^^^J^  ^^^^  ^^i,^  ^^^^^  jg^j 

came  a  thorough  inspection  of  the  shops  single-truck   nine-bench  open   car,   built 

and  storeroom.    As  a  finale  there  was  a  about  1895. 

parade  of  street  cars  of  various  types,  Single-truck  20  ft.  9  in.  closed  car,  buih 

from  the  first  crude  convevances  to  the  about   1898. 

finished  products  of  today'.     The  horse  Single-truck  23   ft.   closed   car,  built   in 

car  served  as  the  vanguard  of  this  in-  y^?i''    ^^,^-      ,               ... ,         _    .  ,.,,    • 

r\„^  „f  fUo   (:,.ct  Double-truck    convertible    car,    built    in 

tere.sting  procession.     One  of  the   first  jpQ„ 

electric   cars   followed   the   horse-drawn  Double-truck  28-ft.   closed  car,  built  in 

vehicle  after   which    came   a   series   of  year  1902. 

cars    showing    gradual    development    to  Double-truck     twelve-bench     open     car. 

the  day  and  generation  of  the  articulated  built  in  1902. 

car.  Double-truck  semi-convertible  car,  built 

When    the    guests    reached    Carroll  '"   '^'^-         ^    .     ,    ..^  ■     mio 

Park  they  were  individually  greeted  by  ^hree  c^a^r^  tram,^bu.lt^_,n^l919._^  ^^^ 

A.    I.   Clark,   superintendent  of   rolling  single-truck    safety    car,    built    in    year 

stock  and  shops,  who  was  aided  in  the  1920. 

reception  by  his  assistant,  H.  A.  Leon-  Single-truck  safety  car,  reconstructed  i" 

hauser,  and  other  members  of  the  .shops'  company's  shop  in  1923. 


Ju)u-  9,  1928 


ELECTRIC  RAILWAY  JOURNAL 


955 


Double-truck  Peter  Witt  car,  built  in 
1919. 

Three-truck  articulated  car,  built  in 
1924. 

This  exhibit  of  car  types  from  the  be- 
ginning of  railway  transportation  in 
Baltimore  to  the  present  day  was  pre- 
sented as  a  climax  to  the  inspection.  In 
a  description  of  the  parade  which  he 
read  Robert  B.  Varnum  said  there  was 
a  great  deal  of  difficulty  in  getting  the 
first  car  line  started.  The  applicants  for 
railway  franchises  encountered  legisla- 
tive opposition  and  opposition 
from  merchants  who  contended 
that  street  cars  would  drive  busi- 
ness away  from  their  doors. 
Finally  the  needed  authority  was 
obtained.  The  first  Baltimore 
horse  car  ran  on  Broadway  and 
Baltimore  Street. 

The  horse  car  in  the  exhibit, 
almost  identically  as  it  was  69 
years  ago,  ran  on  Pennsylvania 
Avenue,  from  North  Avenue  to 
Baltimore  Street,  and  thence  to 
old  President  Street  Station  of 
the  Pennsylvania  Railroad.  At 
hills   it   was   met   bv   a   "hill-bov" 


in  1893.  It  was  more  commodious  than 
its  predecessor,  about  3  ft.  longer,  and 
with  correspondingly  more  generous 
space.  This  car  was  built  by  the 
Brownell  Car  Company,  St.  Louis,  and 
operated  on  lines  of  the  Baltimore 
Traction  Company.  In  the  same  year 
this  company  began  operation  of  a 
Brownell  open  car — a  nine-bench  con- 
veyance designed  for  summer  comfort, 
and  one  of  a  type  that  proved  highly 
popular  with  riders. 

Still  another   progressive   step   in  car 


Our  little  extemporaneous  "parade  of 
the  electric  pony,"  as  a  newspaper  man  has 
chosen  to  call  it,  has  passed.  We  trust  it 
has  been  interesting  to  you.  The  minia- 
ture pageant  has  gone  by  with  its  lesson 
of  development  of  car  service,  but  the 
development  of  the  car  is  not  complete. 
The  very  best  thought  of  the  ablest  engi- 
neers obtainable  by  this  company  is  con- 
stantly directed  toward  improvements — 
improvements  to  meet  traffic  conditions; 
improvements  to  keep  apace  with  the 
times ;  improvements  to  effect  economies ; 
but  first  and  foremost,  improvements  to 
afford  the  people  who  ride  the  cars 
greater  comfort,  greater 
convenience,  greater 
safety,  greater  satisfac- 
tion, and  an  altogether 
better  service. 


Parking  in  Down- 
town Philadelphia 

The  Philadelphia 
Rapid  Transit  Com- 
pany, Philadelphia, 
Pa.,  has  opened  its 
public  parking  area  on 
the  south  side  of  Lo- 
cust Street,  east  of 
Fifteenth,  to  enable 
the  clearing  of  Locust 
Street  in  the  vicinity 
of  the  Mitten  Build- 
ing   and    the    Mitten 


There  was  no  lack  of  contrast  in  the  things  shown  members 

of  the  Chamber  of  Commerce  at  the 

Baltimore  inspection 


who   attached    an    extra    horse    to    the 
vehicle  to  help  draw  it  up  the  grade. 

Before  the  horse  car  was  a  dozen 
years  old  many  experiments  had  been 
made  to  find  a  means  of  quicker  pro- 
pulsion of  the  cars.  A  steam  dummy 
was  tied  on  an  East  Baltimore  line,  but 
it  made  a  great  deal  of  noise  and  a 
great  deal  of  smoke  and  it  was  found 
to  have  operating  defects  that  doomed  it 
to  abandonment  within  a  short  time. 

An  experiment  was  made  on  the 
Hampden  line  with  a  third-rail  electric 
car  in  1885.  The  cable  cars  came  on 
the  scene  soon  after  this.  A  dozen  cable 
lines  were  built,  and  work  was  still  pro- 
ceeding on  other  lines  when  the  over- 
head trolley  began  to  demonstrate  its 
usefulness.  So  at  this  point  Mr.  Var- 
num referred  to  the  very  earliest  elec- 
tric car  run  on  a  line  of  the  Baltimore 
City  Passenger  Railway  in  1891.  Im- 
mediately the  overhead  trolley  was 
recognized  and  established  as  practical, 
the  attention  of  the  railway  world  was 
concentrated  upon  the  development  of 
,  the  car,  the  track,  the  overhead  lines  and 
all  the  accessories  of  service.  The  next 
car  appeared  on  the  streets  of  Baltimore 


development  was  the  introduction  of 
the  23  ft.  Brill  car  in  1904.  In  discuss- 
ing this  model  Mr.  Varnum  emphasized 
the  fact  that  much  of  the  improvement 
in  car  models  has  been  in  the  mechanism 
of  the  vehicles.  He  said  it  was  not 
always  possible  to  distinguish  models  by 
outward  appearance  except  through  the 
most  careful  scrutiny,  but  that  motors 
had  been  constantly  the  object  of  im- 
provement, and  all  else  of  the  car  that 
makes  for  smoother  and  more  comfort- 
able running,  for  speed,  for  acceleration, 
for  braking,  for  safety,  has  undergone 
a  transformation  for  the  better. 

In  1900  the  Baltimore  company  put  in 
operation  a  double-truck  convertible 
car,  possessing  features  which  repre- 
sented a  great  advance  over  previously 
operated  cars,  and  destined  to  become 
the  basis  of  a  standard  car  that  was  to 
thrive  for  some  time.  So.  Mr.  Varnum 
went  down  the  line  of  cars  explaining 
each  one  briefly  and  adding  a  touch 
of  local  color  here  and  there,  until  finally 
he  came  to  the  three-truck  articulated 
car,  pronounced  by  many  as  superior 
to  any  ether  style  car  in  its  fundamental 
features.      In  conclusion  he   said: 


tours  intercity  terminal.  Later  a  com- 
bined bus  terminal  and  garage  will  be 
erected  on  the  site. 

An  announcement  issued  by  the  com- 
pany said : 

The  parking  plan  will  not  be  operated  for 
profit,  since  a  parking  fee  of  only  25  cents 
a  day  will  be  charged.  Rather  it  will  be 
another  link  in  the  chain  of  parking  fields, 
including  those  at  the  Sixty-ninth  Street 
and  Bridge  Street  elevated  terminals  which 
are  operated  by  Philadelphia  Rapid  Transit, 
as  an  inducement  to  the  motorists  to  leave 
their  cars  outside  the  congested  downtown 
areas. 

R.  T.  Senter,  president  of  the  Phila- 
delphia Rapid  Transit  Company,  in  dis- 
cussing the  parking  evil,  is  quoted  as 
follows : 

Just  as  Philadelphia  Rapid  Transit  is 
pointing  a  way  to  the  proper  method  of 
handling  the  problem  of  bus  parking  by 
maintaining  terminals  on  private  property 
for  its  intercity  buses,  so  we  are  now  estab- 
lishing the  parking  space  at  our  expense  in 
an  effort  to  show  the  way  by  which  the 
motorist  who  now  occupies  very  valuable 
street  space  can  be  accommodated  at  small 
cost  to  the  city  as  compared  with  the  fre- 
quently suggested  alternative  of  widening 
or  double-decking  the  streets. 


956 


ELECTRIC  RAILWAY  JOURNAL 


Vol.7\,No.22, 


Wage  Agreement  in  Cincinnati 

to  Go  tJnchanged 

The  wage  agreement  between  the 
Cincinnati  Street  Railway,  Cincinnati, 
Ohio,  and  its  employees  will  not  be 
changed  this' year.  There  is  provision 
in  the  basic  agreement  for  an  adjust- 
ment every  two  years,  to  be  made  on 
July  \.  In  1926  the  men  won  a  small 
pay  increase,  but  this  year,  it  is  said, 
they  do  not  intend  to  ask  for  any  ad- 
vance. The  only  changes  to  be  sought 
will  be  in  split  runs.  It  is  said  that  the 
men  desire  that  when  working  split 
runs,  the  entire  days  work  be  completed 
within  twelve  hours.  It  is  said  that  at 
present  this  spread  is  sometimes  ex- 
ceeded. 


North  Street  Transportation  Company, 
a  subsidiary  of  the  Third  Avenue  Rail- 
way, restraining  it  from  operating  buses 
between  Yonkers  and  White  Plains. 
The  Merchants'  Company  alleged  the 
North  Street  line  was  infringing  on  an 
exclusive  franchise. 

The  purchase  of  the  Sound  View  Bus 
Transportation   Company   by   the   New 


Tram  Home  Rule  Proposed 
in  Kansas  City,  Kan. 

An  ordinance  giving  Kansas  City, 
Kan.,  home  rule  over  cars  operated 
within  its  limits  was  placed  on  first 
reading  on  June  4  at  a  meeting  of  the 
City.  Commissioners  of  Kansas  City, 
Kan.  The  proposed  new  ordinance  pro- 
vides that  no  changes  shall  be  made  in 
connection  with  the  operation  of  street 
cars  without  the  permission  and  au- 
thorization of  the  City  Commissioners. 
Penalty  for  violation  of  the  ordinance 
will  be  a  fine  of  not  less  than  $5  and 
not  more  than  $500. 


Agreement  Unchanged  in 
East  St.  Louis 

The  wage  scale  and  working  agree- 
ment of  the  East  St.  Louis  &  Suburban 
Railway,  East  St.  Louis,  111.,  have  been 
extended  for  one  year.  Under  the  con- 
tract motormen  and  conductors  of  two- 
man  cars  are  paid  a  maximum  of  59 
cents  and  one-man  car  operators  64 
cents  an  hour.  The  former  contract 
with  the  Amalgamated  expired  on  May 
\.  The  men  at  first  sought  increases 
ranging  from  11  to  21  cents  an  hour. 
Approximately  485  motormen,  con- 
ductors and  shopmen  are  employed  by 

the  company. 

♦ 

Survey  Under  Way  in  Louisville 

J.  W.  Burke,  traffic  expert  of  New 
York  formerly  with  J.  G.  White  &  Com- 
pany, will  aid  the  Louisville  Railway 
and  the  Public  Utilities  Bureau,  Louis- 
ville, Ky.,  in  a  survey  intended  to  fur- 
nish suggestions  for  improving  car  and 
bus  service.  New  bus  routes,  changes 
in  car  line  routing  and  other  matters 
intended  to  improve  service  will  all  ht 
incorporated  by  Mr.  Burke  in  his  report 
along  with  the  recommendations  to  be 
made  by  him  at  the  conclusion  of  his 

investigations. 

• ' 

Among  Recent  Moves  in 
Suburban  New  York 

Supreme  Court  Justice  Morschauser 
on  June  1  denied  the  Merchants'  Com- 
munity Bus  Transportation  Company's 
application  for  an  injunction  against  the 


York,  Westchester  &  Boston  Railway 
has  been  announced.  The  Sound  View 
Company  had  operated  18  miles  of  line 
in  Westchester.  The  railway,  a  sub- 
sidiary of  the  New  York,  New  Haven  & 
Hartford  Railroad,  announced  it  would 
assume  control  as  soon  as  the  Public 
Service  Commission  approves  the  pur- 
chase. 


New  Jersey  Company *s  Celebration 

Dinner  to  President  McCarter  one  of  many  events  in  connection  with 

corporation's  25th  anniversary.     Loyalty  of  employees 

fittingly  recognized.     Buildings  decorated 

MEN  prominent  in  the  public,  civic, 
professional,  business  and  indus- 
trial lite  joined  in  celebration  of  the  25th 
anniversary  of  the  I'ublic  Service  Cor- 
poration at  the  dinner  at  the  Robert 
Treat  Hotel,  Newark,  on  June  1  to 
which  reference  was  made  in  the  Jour- 
nal for  June  2,  page  914. 

The  keynote  of  the  speeches  was  co- 
operation between  Public  Service  and 
the  public,  a  note  sounded  in  particular 
by  Thomas  N.  McCarter,  the  organizer 
of  the  corporation  and  its  president  since 
formation.  Among  other  things  Mr. 
McCarter  said : 


Our  banner  has  Ikimi  public  service,  and 
never  have  the  navigators  of  the  ship  taken 
their  eyes  from  that  banner.  Never  has 
the  banner  been  lowered. 

My  enjoyment  of  this  occasion  is  tem- 
pered by  the  mistakes  we  have  made,  for 
which  I  assume  all  responsibility.  I  have 
no  objection  to  criticism.  We  are  open  to 
it.  But  our  purpose  has  been,  and  always 
will  be,  to  better  serve  the  public. 

While  it  is  pleasant  to  look  back  over 
our  accomplishments,  yet  our  eyes  are  fixed 
upon  the  future,  not  on  the  past.  New 
Jersey  is  not  in  the  twilight  of  its  life. 
It  is,  rather,  at  its  sunrise.  New  Jersey 
has  just  commenced  to  grow. 

We  here  pledge  ourselves  to  furnish  all 
the  power  needed  in  the  state  for  its  great 
future  expansion,  to  furnish  gas  for  all 
industrial  and  other  purposes. 

We  are  doing  the  best  we  can  with  the 
local  transportatidu  problem.  We  have 
been  carrying  on  the  business  below  cost, 
lower  than  any  place  else  in  the  country, 
with  the  unfortunate  exception  of  New 
York,  where  tlie  city  has  millions  invested 
in  transportation,  with  no  return  upon  that 
investment. 

He  gave  it  as  his  belief  that  the  trans- 
portation problem  will  be  solved  only  by 
unified  operation. 

Bonus  to  Employees  Announced 

Early  in  his  address  Mr.  McCarter 
announced  that  the  board  of  directors 
had  authorized  the  payment  of  a  bonus 
of  10  per  cent  of  their  annual  salary  to 
all  employees  who  have  been  with  the 
corporation  and  its  subsidiary  compa- 
nies 25  years.  There  are  750  such  em- 
ployees. 

Governor  Moore,  introduced  as  a 
"graduate  of  Public  Service,"  paid  high 
tribute  to  the  genius  of  Mr.  McCarter 
for  his  work  in  organizing  and  carrying 
on  the  corporation,  for  his  vision  and 
his  devotion  to  the  task  he  had  set  before 
hiin.     He  said : 

We  in  New  Jersey  are  proud  of  Public 


Service.  It  is  more  than  a  corporation. 
It  is  an  institution.  Sometimes  I  think  that 
Public  Service  doesn't  believe  we  are  proud 
of  it,  judging  by  some  of  the  legislation 
and  the  remarks  made  in  Trenton.  To  that 
I  can  only  quote  the  Biblical  line.  "Whom 
the  Lord  loveth.  He  chasteneth." 

The  Need  for  Imagination 

Owen  D.  Young  of  the  General  Elec- 
tric Company  emphasized  the  vital  part 
played  always  by  imagination  in  the 
progress  of  mankind.  "After  all,"  he 
said,  "imagination  is  the  leadership  of 
the  world."  And  he  went  on  to  tell  how 
every  accomplishment  of  man,  every 
"line  drawn  in  the  map  of  the  world," 
first  lived  in  imagination,  then  became 
reality  through  the  courage  and  self- 
sacrifice  of  man. 

Arthur  W.  Thompson,  president  of 
the  United  Gas  Improvement  Company, 
stressed  the  theme  that  the  25th  anni- 
versary of  the  company  was  more  than 
a  celebration  of  a  mile  post  in  the  life 
of  a  corporation.    He  said : 

Behind  the  corporation  are  the  men  and 
I  believe  it  is  to  them  that  we  here  tonight 
pay  tribute.  We  are  celebrating  their 
accomplishment,  not  merely  a  corporation 
anniversary. 

In  lauding  the  work  of  the  early 
builders  of  the  corporation  E.  W.  Wake- 
lee  paid  particular  tribute  to  Mr.  Mc- 
Carter.   Mr.  Wakelee  said: 

I  believe  Mr.  McCarter  will  go  down 
in  history  as  one  of  the  greatest  builders 
New  Jersey  has  ever  had. 

He  emphasized  the  need  for  still 
greater  co-operation  between  the  corpo- 
ration and  the  public  and  officials. 

Some  interesting  sidelights  on  public 
utility  operation  in  the  early  eighties 
developed  during  the  evening.  It  was 
recalled  that  it  was  in  New  Jersey  that 
Thomas  A.  Edison  achieved  a  great  deal 
of  his  success  and  as  early  as  1880  was 
operating  a  commercial  electric  railway 
at  Menlo  Park,  though  it  was  not  until 
sotne  few  years  later  that  electric  cars 
began  to  displace  the  horse  and  cable 
cars.  On  May  9,  1881,  the  Conunon 
Council  of  Newark  authorized  the  ex- 
penditure of  "not  less  than  $300  for  the 
purpose  of  erecting  five  suitable  posts  in 
Military  Park  and  running  a  wire  upon 
the  same,  provided  the  Weston  P'lectric 
Lighting  Company  will  burn  five  lights 
until  midnight  without  charge  for  light- 
ing, furnishing  attendance,  electricity, 
etc.,  at  their  own  expense."  .Since  the 
organization  of  Public  Service  the  cor- 


June  9,  1928 


ELECTRIC  RAILWAY  JOURNAL 


957 


poration  has  spent  $162,000,000  for  elec- 
tric properties  and  improvements,  while 
total  expenditure  for  all  properties 
amounted  to  $295,000,000. 

Among  those  who  attended  the  din- 


ner were : 

P.  S.  Arkwright,  E.  A.  Armstrong, 
Joseph  F.  Autenrieth. 

A.  E.  Bauhan,  Louis  P.  Baurhenn,  H.  F. 
Bell,  H.  A.  Benedict,  John  Bentley,  R.  O 
Bentley,  Frank  Bergen,  Colonel  Charles  N'. 
Black,  Samuel  T.  Bodine,  William  W. 
Bodine,  Newton  W.  Bolen,  M.  R.  Boylan, 
Luke  C.  Bradley,  W.  J.  Brennan,  Emmett 
A.  Bristor,  H.  W.  Buck. 

N.  A.  Carle,  Ralph  S.  Child,  Paul  S. 
Clapp,  Harlow  C.  Clark,  S.  H.  Cleeland, 
Jr.,  B.  C.  Cobb,  William  I.  Cooper. 

Richard  K.  Danforth,  Harry  V.  Drown. 

Edward  H.  Earnshaw,  Senator  Edward 
L  Edwards,  VanHorn  Ely. 

B.  C.  Forbes,  Harry  K.  Ford,  Carl  T. 
Freggens. 

Gen.  Frederick  Gilkyson,  A.  S.  Grenier. 

J.  Horace  Harding,  W.  B.  Hartshorne, 
William  C.  Heppenheimer,  H.  T.  Herr, 
Garret  A.  Hobart,  J.  H.  Hanna. 

T.  A.  Kenney,  Col.  Anthony  R.  Kuser, 
John  L.  Kuser. 

Horatio  G.  Lloyd,  James  P.  Logan,  F.  A. 
Lydecker,  Adrian  Lyon. 

Thomas  N.  McCarter,  Thomas  N. 
McCarter,  Jr.,  Uzal  H.  McCarter,  Uzal  H. 
McCarter  II,  James  H.  McGraw,  William 
H.  Meadowcroft,  A.  C.  Middleton,  J.  F. 
Mitchell,  Governor  A.  Harry  Moore,  Clin- 
ton E.  Morgan,  John  F.  Murray,  Jr. 

Arthur  E.  Newbold.    • 

Matthew  L.  O'Brien,  W.  H.  Onken,  Jr., 
F.  S.  Osborne,  Farley  Osgood,  J.  L. 
O'Toole. 

John  H.  Pardee,  Arthur  N.  Pierson, 
P.  W.  Pierson. 

J.  S.  Rippel,  David  B.  Robb,  Dwight  P. 
Robinson. 

W.  H.  Sawyer,  Martin  Schreiber.  George 
S.  Silzer,  George  T.  Smith,  William  R. 
Smith,  Frank  H.  Sommer,  Thomas  Sproule, 
L.  S.  Storrs,  Edward  T.  Stotesbury. 

William  H.  Taylor,  Arthur  W.  Thomp- 
son, Paul  Thompson,  C.  L.  S.  Tingley, 
R.  S.  Tomkins. 

T.  W.  VanMiddlesworth. 

Edmund  W.  Wakelee,  John  I.  Waterbury, 
E.  F.  Weston,  Arthur  Williams. 

Owen  D.  Young,  Percy  S.  Young. 

John  E.  Zimmerman. 

The  dinner  was,  of  course,  the  cul- 
minating feature  of  the  celebration.  But 
it  was,  after  all,  only  one  event  in  a 
series  which  marked  the  anniversary. 
A  new  motion  picture  entitled,  "The 
Public  Servant  of  a  Great  State,"  setting 
forth  the  activities  of  Public  Service 
companies,  is  being  shown  in  several 
cities    in    Public    Service   territory. 

The  growth  and  development  of  the 
Public  Service  transportation  system, 
especially  in  the  field  of  the  bus,  has 
been  graphically  illustrated  by  pictures 
of  deluxe  bus  operation,  as  well  as  the 
plant  and  equipment  necessary  to  main- 
tain and  operate  the  fleet  of  more  than 
1,200  buses. 

In  honor  of  the  anniversary  many  of 
the  Public  Service  buildings  will  be 
decorated,  for  the  entire  month.  The 
commercial  office  windows  will  contain 
appropriate  displays  for  about  two 
I  weeks.  The  decorations  will  include 
l^^ags  and  bunting,  and  six  of  the  com- 
H^biercial  office  buildings  will  have  an 
^Klectric  sign  reading  "1903-1928." 
^^^i'loodlights  will  be  used  to   illuminate 

T 


the  exteriors  of  some  of  the  buildings  at 
night. 

The  story  of  the  growth  of  the  com- 
pany is  told  in  the  60-page  illustrated 
booklet  "Public  Service  Review  1928 — 
25  Years  of  Public  Service." 


N.E.L.A.  Meeting 

Industry  moving  forward  rapidly.     Market 

development     effort     bearing     fruit. 

Pugct  Sound  wins  Coffin  award 

WITH  customary  enthusiasm  and 
purpose  the  51st  convention  of 
the  National  Electric  Light  Association 
was  held  at  Atlantic  City,  N.  J.,  June 
4  to  June  8  with  8,000  utility  repre- 
sentatives at  the  meetings.  From  the 
speeches  and  papers  it  was  generally 
conceded  that  the  electric  light  and 
power  industry  was  moving  forward 
rapidly ;  that  market  development  efforts 
were  bearing  fruit ;  that  closer  co-opera- 
tion was  evident  between  the  national 
associations  in  the  industry;  that  public 
understanding  was  a  big  problem  and 
that  undivided  executive  attention  was 
necessary  for  successful  public  relations. 
An  announcement  that  the  industry 
had  contributed  $3,000,000  to  the 
National  Researcli  Council  program  was 
evidence  of  the  co-operation  given  for 
the  public  benefit. 

P.  S.  Arkwright  succeeds  H.  T. 
Sands  as  president  and  J.  F.  Owens  and 
A.  W.  Thompson  were  elected  vice- 
presidents.  M.  S.  Sloan  and  W.  A. 
Jones  continue  as  vice-presidents  and 
P.  S.  Young  continues  as  treasurer. 

An  address  by  James  H.  McGraw  en- 
titled "The  Power  Industry  in  the 
Marketplace"  referred  to  the  new  com- 
petition which  is  teaching  the  public  to 
discriminate,  not  necessarily  as  to  what 
may  be  best  in  the  absolute  sense,  but 
as  to  what  is  most  desirable.  He  stressed 
the  need  of  direct  appeal  and  of  adver- 
tising messages  that  would  arouse  the 
general  public. 

An  enlightening  message  on  "Rail- 
road Electrification"  was  given  by  Brit- 
ton  I.  Budd,  chairman  of  the  committee 
on  electrification  of  steam  railroads.  He 
summarized  conditions  in  Europe  and 
America,  referring  to  the  accomplish- 
ments and  plans  of  such  properties  as 
the  Chicago,  Milwaukee  &  St.  Paul,  the 
Illinois  Central,  the  Virginian  Railway, 
the  Pennsylvania  Railroad,  the  Great 
Northern,  the  Philadelphia  &  Reading 
and  the  Delaware,  Lackawanna  &  West- 
ern. These  plans  were  all  projected  to 
increase  capacity,  to  improve  service 
and  to  promote  general  economy. 

A  high  spot  in  the  speech  of  J.  F. 
Owens,  chairman  of  the  public  relations 
committee.  National  Section,  was  touched 
when  he  said  that  rendering  a  service 
was  only  half  the  job;  that  it  was  neces- 
sary to  disseminate  information  so  as  to 
enable  the  recipient  of  the  service  to  use 
that  service  wisely  and  well.  He  stressed 
the  necessity  for  the  use  of  paid  advertis- 
ing columns  in  the  press  to  give  to  the 
public  "a  straightforward,  well  thought- 
out  and  carefully  prepared  account  of 
stewardship." 

The  Coffin  Award  for  1928  went  to 
the  Puget  Sound  Power  &  Light  Com- 
pany. 


Would  Prepare  Sound  Program 
for  Chicago 

Expressing  impatience  with  the  long 
delays  and  with  the  obstructions  placed 
in  the  path  of  settlement  of  the  Chicago 
railway  problem  by  various  political  in- 
terests, members  of  the  local  transpor- 
tation committee  of  the  City  Council 
have  adopted  a  resolution  which  calls 
for  the  immediate  preparation  of  a 
sound  railway  program  regardless  of 
the  attitude  or  opinions  of  the  trans- 
portation companies  or  of  interested 
political  factions.  Alderman  D.  S. 
McKinlay,  author  of  the  resolution, 
held  that  the  prospect  of  obtaining  the 
legislation  necessary  to  put  in  effect 
the  five  recent  railvi'ay  bills  seemed  in- 
definitely lost  as  a  result  of  the  failure 
of  the  special  legislative  session  held 
last  month  to  take  action,  and  urged 
that  a  definite  plan  be  formulated  by 
the  committee  and  submitted  to  the 
voters  without  further  appeal  to  the 
Legislature.  The  following  program  is 
suggested : 

That  the  committee  take  up  with  the 
Chicago  Surface  Lines  the  matter  of  re- 
newing the  1907  ordinance  with  such 
changes,  including  unification  of  service 
with  the  Chicago  Rapid  Transit  Lines, 
and  if  possible,  an  amortization  provision, 
as  may  be  deemed  desirable. 

That  the  committee  negotiate  with  the 
Rapid  Transit  Company  for  the  granting 
of  a  definite  term  franchise,  not  to  exceed 
40  years,  such  franchise  also  to  include 
unification  of  service  with  the  surface 
lines,  and  if  possible,  an  amortization  pro- 
vision. Finally,  in  the  event  the  com- 
panies fail  to  agree  on  terms  for  unification 
of  service,  then  the  attorneys  for  the  com- 
mittee shall  be  directed  to  proceed  before 
such  regulatory  commission,  local  or  state, 
as  then  shall  have  jurisdiction,  to  compel 
the  transportation  utilities  to  provide 
unified  service  to  Chicago  on  such  terms 
as  such  commission  may  determine  are 
just. 

Should  the  railways  persist  in  their 
unwillingness  to  accept  a  settlement  as 
devised  by  the  committee,  the  aldermen 
intimated  that  they  would  turn  to  the 
alternative  Lisman  plan,  which  has  been 
pending  in  Council  for  nearly  eighteen 
months.  It  is  believed  that  action  by 
the  State  Legislature  would  not  be  re- 
quired to  put  this  plan  into  effect. 


Skip-Stop  Plan  in  Indianapolis 

Postponed 

Action  on  the  proposed  skip-stop  sys- 
tem for  one  of  the  principal  city  car 
lines  of  the  Indianapolis  Street  Railway 
has  been  postponed  by  the  Indianapolis, 
Ind.,  Board  of  Public  Works  pending 
completion  by  the  city  legal  department 
of  a  formal  opinion  that  the  works  board 
has  jurisdiction  to  regulate  the  schedule. 
The  proposed  schedule,  drafted  by  at- 
torneys for  patrons,  provides  that  cars 
stop  at  every  third  intersection.  Cars 
would  be  marked  with"  a  red  diamond, 
a  green  oblong,  and  a  black  circle  to 
indicate  stopping  corners.  It  is  con- 
tended that  during  the  busy  hours,  a 
considerable  saving  of  time  would  result 
if  this  plan  were  followed. 


958 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  N 0.23 


Milvaukee  Program 

Being  Expedited 

;•  Operation  wfifbe  begiin  soorrbythe 
fttflwdukee— EltWrfc-  Ra^iwdy'r  &  L-rghlf 
6ompTi«v-r  'MiiVaTJkeie',  -Wfs;'/  overtteW 
ffacks'-^fbfti"  So'idfers"  -Hdiiife  -to  (S^flf 
StVbetv-oh  "tSe  ■  \re^,  iddfe  •  of  ■  Mil  watifcee^ 
At  tfeVpSijn'  tfie'cdnipamnis'TeTocatiiig; 
SligHtly-nTofe'thaira  mile~,of  trkck;  nioV-.' 
itig  it  fF6rfti"iPa4TvJew  -Avenue  "to^pr'ivare; 
^ight-of-way  iree  from -grade:  crOsiings; 
Four  tracks  are  to' be  provided,  two  for 
rapid  transit  trains  operating  to  Water-' 
toWiT.'^BurHngtDn  and  East  Troy,  and 
thfe -other"  two  for  Wells-West  Allis 
stiburban  cars.       -  *       "  ".'    : 

"Later  in  June  the  company  expects; 
to  'begin  operation  of  its  .  Ra:<iine-' 
fCenosha  ititerurban  train's  "ovfer-9  tniles' 
6'f  rie\V  track  irtimediat^lv"  f;oUth, of'jhe 
^ity  ,di  'Mjhiaukee.  "  The'  liew  tr^tk'  is; 
entire'jy  on  pr1v<ife  "right-'ot-way  atid  is; 
gUbstantiilty  free'  ftOin.'grade  crossings, 
it' will  make  h-igh-speed  operation  pos- 
sible'antrinsUre' more  satisfactory  main- 
tenance of  schedules  than  the  present 
r<3«te,  -  wWdh-  is  Jocated  almost  ex- 
clusively along  heavily  traveled  public 
greets  and  highways. 
■  The  Milwaukee  Common  Council  has 
acted  favorably  upon  the  company's 
franchise'  application  for  a  subway  and 
tapid'.  transit  outlet  toward  the  west. 
Some  further  preliminary  steps  need  to 
Be  taken,  but  the  company  is  hopaful  of' 
being  able,  to  begin  physical  work  on", 
tliis  improvement  this  year. 


Wage  Renewal  Suggestion 

Rejected  in  Connecticut 

■ '  Employees  of  the  Connecticut  Coni- 
pahy-  have  rejected  the  proposal  of  "the 
(Softipany-  to  renew  the  present  wage; 
schedule,  which  expired  on  June  l.-*Tt:- 
is-,kijoyvii  that  the  .employees  are  taking 
thfiix  £tand  for  increased  wages  on  the. 
grounds  that  Massachusetts  companies 
conti;olled  by  the  New  Haven  road  pay 
ji.higher  rate  with  an  eight'hour  mini-'. 
ijMMTViday. .  Carhouse  hands.-shopmen  and 
^efr'workflien,;all  designated-  as  -non - 
u^fforin* employees.-  who* are  members, of 
the  Arpalgamated  Association,  also  are 
seeking  increases.  President  John  K. 
Punderford  of  the  Connecticut  Com- 
pany, referring  to  the  result  of  the 
voting,  said  it  was  probable  that  officiails 
of  the  company  and  representatives  of 
the  employees  >yould  confer  at  once  with 
the  hope  of  settling  the  problem' without 
arbitration.  ' ""_  ■_'     ' 

-•t:Free  Rides  in  Michigan  City 

,'^Free  street  car  and  bus  rides  for  every-, 
one  was  a  feature  of  the  city-wide  bar- 
gain day  spon.sored  on  May  22  by  the- 
Charnt)er  of  Commerce  of  Michigan 
Citj4  iri'd. .  Through  the  efforts  of  the 
Ibjcal^^jetail  board  of  the  chamber,  all 
passengers  on  the  cars  of  the  Chicago, 
South  Bend  &  Northern  Indiana  Rail- 
w^ay.andon  the  buses  of  the  Jahn's  Bys 
£ftl^  and  Shore  Line  Motor  Coach' 
Company    were    carried    free    between 


9  a.  m.  and  4  p.  m.  Practically  every 
retail  store  in  Michigan  City  advertised 
special  low  values  on  their  goods  and 
urged  their  patrons  to  take  advantage  of 
rhe-free  transportation  service  on  that 
%;^         '  ■__ 

Gar  Ordinance  Given  Columbus 
^  -i-,-      ; Company 

A  certified  copy- of.  legislation  passed 
by  ihe  City  Council  of  .Columbus,  Ohio; 
frisking  all  str^eets  'wltli  car  traCfe  rpajn 
thoroughfares  ■  and  .'establishing^.a.  speed 
limit  of  25;  rn.p.tr.,rforV^treeL  cars;  Has- 
been'  f6j;.warcle"d  to  "the  "Columbus  Rail-, 
way,".  Power  &^ight"  Company  by  City 
Clerk  Wilkiris.  Work  on  the  establish- 
ment of  the  skip-stop  system  will  not 
be  started  until  acceptance  of  the  main 
thoroughfare  ordinance  by  the  railway.. ' 


New  Fares  in  Lawrence 

A  new  schedule  of  railway  and  bus 
fares  for  Lawrence.  Kan.,  was  approved 
recently  by  the  Public  Service  Com- 
mission. The  approved  schedule  is  one 
fare  for  10  cents  and  two  for  15  cents 
with  free  transfers  between  the  two 
classes  of  transportation.  The  opera- 
ting company  is  the  Kansas  City,  Kaw 
'Valley  &  Western  Railway. 


y     Franchise  Ordinance  for 
Toledo  Approved 

By  a  vote  of  seventeMi  to  one  with 
two  absentees  the.  City  Council  of' To- 
ledo, .Ohio,  approved  the  plan  of  rail-; 
way  settlemeijt  presented  to  it  by  Mayor 
Wijliafri  T.  Jackson  two  weeks  ago  and 
formulated  .Jilong  the  lines  of  agreement 
vyorked"  out  '  by  Commissioner  E.  L. 
Graumlich  and  the  Street  Railway 
Board"  of  Control  in  negotiations  cover- 
ing several  months.  After  considerable 
study  the  plan  was  endorsed  unani- 
mously by  the  railroads  and  telegraphs 
committee  of  City  Council,  It  had  unani- 
mous indorsement  and  support  of  the 
Chamber  of  Commerce,  and  it  was  ap- 
prove by  the  city  commission  on  pub- 
licity and  efficiency.  The  ordinance  will 
become  effective  in  30  days  provided  it 
is  not  subject  to  a  referendum  vote. 

Business  leaders  consider  the  plan 
the  most  forward-looking  step  in  transit 
development  undertaken  in  Toledo  since 
the  Milner  plan  was  launched  more  than 
six  years  ago.  The  present  ordinance 
appears  to  have  corrected  most  of  the 
former  troubles  without  committing  the 
city  up  to  a  transit  monopoly  for  a  long 
period  of. years.  Extensive  repaving  of 
streets  and  development  of  new  home 
districts  will  be  undertaken  as  a  result 
of  the  passage  of  the  new  transit  plan, 
it  is  believed. 

The  new  plan  is  a  supplementary 
agreement  between  the  city  and  Com- 
munity Traction  Company.  Details 
were  given  in  the  Electric  Railway 
Journal  issue  of  May  12.  Adequate, 
guarantees  to  both  interests  are  set  up 
in  the  ordinance.  The  entire  plan  is 
based  on  a  five-year  period. 


Recess  Appointment  for 

P.  J,  Farrell 

The  United  States  Senate  failed  to 
act  upon  the  nomination  of  Patrick 
J.  Farrell  to  become  a  member  of  the 
Interstate  Commerce  Commission  to 
succeed  John  J.  Esch  of  Wisconsin,  but 
he  was  given  a  recess  appointment  1)\ 
President  Coolidge  on  June  7.  Thi^ 
appointment  will  fill  the  gap  in  the  com- 
mission's ranks. 


-;      Date  Set  for  Hearing  on 
Rome  Fare  Request 

June  12  has  been  set  by  the  Georgia 
Public  Service  Commission  as  the  date 
for  hearing  the  plea  of  the  Rome  Rail- 
way &  tight  Company,  owned  by  the 
Georgia  Povver  •  Company,  for  an  8-cent 
cash  fare  instead  of  the  6-cent  fare  now 
in  effect;  to  sell  two  tickets  for  15  cent.--, 
and  to  establish  a  4-cent  fare  for  school 
children  instead  of  the  present  3-cent 
fare.  -\ 


Hearing  in  Hamilton  on  June  12 

The  application  of  the  Hamilton 
Street  Railway,  Hamilton,  Ont.,  to  in- 
crease its  fare  and  that  of  the  men  to 
win  a  wage  advance  will  be  brought 
before  the  Ontario  Railway  and  Muni- 
cipal Board  on  June  12.  'This  decision 
was  made  on  May  21.  when  the  board 
sat  to  hear  evidence  in  the  application 
of  the  railway  men  for  a  wage  increase. 
C.  R.  McKeon,  chairman  of  the  board, 
said  that  while  the  board  could  give  no 
decision  until  it  heard  the  evidence,,  afiy 
action  favorable  to  the  men's  application' 
would  depend  largely  upon  the  com-; 
pany's' ability  to -pay  increased  wages. 
Any  decision  by  the  board  will  be  ret- 
roactive to  Mavl.  • 


Endeavor  to  Fix  Blame  in 

Illinois  Wreck 

Three     separate     investigations     arej 
being  conducted  to  fix  responsibility  for] 
the  collision  of  two  trains  of  the  IIli-_ 
nois    Traction    System    near    Danville,i1 
III.,  on   May  31,  which   resulted   in  the 
death  of  seven  persons  and  serious  in- 
juries  to    29   others.      Both    cars    were 
limiteds  of  semi-steel  con.struction.    The 
wreck  occurred  about  700  ft.  east  of  tlie 
siding  and  approximately  in  the  middle 
of  the  2-niile  stretch  of  tangent  track. 
The   scene  of  the  wreck  is  at   Fithian. 
7  miles  west  of  Danville,  III. 


Would  Operate  One-Man  Cars 

on  Fort  Wayne  Line 

Permission  to  operate  one-man  cars 
on  its  lines  between  Fort  Wayne  and 
Garrett,  Garrett  to  Kendallville  and 
Garrett  to  Waterloo  was  asked  in  a 
petition  filed  recently  with  the  Indiana 
Public  Service  Commission  by  the  In- 
diana Service  Corporation,  Fort  Wayne 
The  petition  sets  out  that  receipts  have 
been  steadily  decreasing  for  the  past 
vear. 


June  9, 1928 


ELECTRIC  RAILWAY  JOURNAL 


959 


Recent  Bus  Developments 


-iv^r- 


Business  Men  Headed  by  Railway 
President  Buy  Cincinnati  Taxis 

Negotiations  for  the  purchase  of  the 
Zumstein  and  the  Town  Taxicab  Com- 
panies by  a  group  of  business  men 
represented  by  Walter  A.  Draper,  presi- 
dent of  the  Cincinnati  Street  Railway, 
have  been  consummated.  The  two  taxi- 
cab  properties  will  be  merged  and 
operated  as  one  concern  by  a  new  com- 
pany.    Mr.  Draper  said : 

A  group  of  Cincinnati  business  men  has 
completed  an  agreement  to  purchase  the 
Zumstein  Taxicab  Company  and  the  Town 
Taxi  Company,  Inc.  A  new  company  will 
be  formed  to  take  over  the  business  of 
both  companies.  It  is  expected  the  details 
will  be  worked  out  within  the  next  two  or 
three  weeks. 

Both  Frank  J.  Zumstein  and  Joseph 
Erman  will  be  identified  with  the  new 
company,  Mr.  Zumstein  as  a  vice-president 
and  Mr.  Erman  as  a  vice-president  and 
general  manager.  The  other  officers  of 
the  company  have  not  as  yet  been  selected. 

These  two  taxicab  companies  are  being 
brought  together  as  a  step  toward  improv- 
ing the  taxicab  situation  in  Cincinnati. 
While  in  some  cities  taxicabs  are  operated 
l)y  companies  that  run  the  railway  and  the 
motor  coaches,  it  has  not  been  thought 
wise  at  this  time  to  include  the  taxicab 
business  as  a  part  of  the  Cincinnati  Street 
Railway.  The  taxis  will  be  operated  as  a 
separate  and  distinct  unit,  with  no  connec- 
tion with  railway  business. 

The  company's  policy  will  be  to  im- 
prove the  service  and  as  far  as  possible  to 
help  in  improving  the  taxicab  situation  as 
a  whole.  Further  announcements  will  be 
made  later  of  steps  to  be  taken  to  accom- 
plish   this    purpose. 


One- Year   Consent   Granted 
International 

Although  it  rejected  the  application 
of  the  International  Railway,  Buffalo, 
N.  Y.,  for  a  ten-year  consent  to  operate 
buses  over  Bailey  and  Kensington  Ave- 
nues at  a  10-cent  fare  the  legislative 
committee  of  the  Common  Council  has 
agreed  to  a  consent  for  a  one-year 
period.  Under  the  proposed  consent,  the 
rate  of  fare  will  be  10  cents  for  all  pas- 
sengers who  occupy  seats,  including 
children,  but  the  transfer  restrictions 
applying  to  the  Delaware  and  Delevan 
bus  lines,  on  which  only  one  transfer 
is  issued,  do  not  apply. 

Walter  C.  McCausland,  public  rela- 
tions officer  of  the  company,  who  repre- 
sented the  company  at  the  hearing,  said 
the  proposed  consent  would  be  taken 
under  advisement.  He  said  the  com- 
pany was  desirous  of  a  ten-year 
consent. 

The  International  now  is  running  a 
[bus  over  Bailey  Avenue  from  Broadway 
[to  the  north  city  line.  It  has  no  fran- 
fchise.  The  rate  of  fare  is  a  regular 
Itrolley  token  and  unlimited  transfer 
Iprivileges  extend  to  intersecting  trolley 
llines. 


In  voting  this  agreement,  which  was 
r.ot  made  unanimously,  the  committee 
indicated  that  while  it  was  not  in  agree- 
ment with  all  the  terms  of  the  proposed 
franchise,  it  felt  it  should  heed  the 
petition  of  residents  in  the  Kensington- 
Bailey  section  who  are  asking  for  addi- 
tional transportation  facilities. 


Modern  Bus  Station  Open  at 

Oklahoma  City 

A  new  bus  station,  in  many  respects 
modeled  after  a  modern  electric  railway 
depot,  was  opened  at  Oklahoma  City, 
Okla.,  on  June  4.  It  is  located  near  the 
Santa  Fe  Railway  station  and  is 
100x140  ft.  in  dimensions.  It  contains 
an  information  bureau,  a  central  ticket 
window,  issuing  tickets  for  all  lines 
operating  out  of  the  station,  and  a 
spacious  waiting  room.  Ninety  buses 
will  arrive  at  or  leave  the  station  daily. 


Extensions  in  Washington 

Permission  has  been  granted  to  the 
Washington  Railway  &  Electric  Com- 
pany to  extend  its  Rhode  Island  Avenue 
bus  line  from  Fourth  and  Franklin 
Streets,  N.E.,  to  the  intersection  of 
Queens  Chapel  Road,  Washington, 
D.  C.  The  commission  ruled  that  the 
extension  would  provide  additional  serv- 
ice to  residents  along  the  proposed 
route.  No  changes  were  made  in  either 
the  rate  of  fare  or  transfer  privileges 
now  in  effect.  The  company  was  also 
authoried  to  extend  its  Park  Road  bus 
line  by  changing  the  route  of  this  line 
and  dividing  it  into  two  branches. 


New  Service  in  Iowa  Awaited 

Bus  service  will  be  started  by  the 
Waterloo,  Cedar  Falls  &  Northern  Rail- 
way, between  Waterloo  and  Cedar 
Rapids,  la.,  June  15,  according  to  a 
recent  announcement  of  Maurice  Welsh, 
superintendent.  One  round  trip  daily 
is  scheduled  for  the  opening  of  the  serv- 
ice, giving  the  only  morning  connection 
between  the  two  cities 


Controversy  About  Leased  Buses 

Conflict  arises  over  arrangement  by  which  Detroit  Municipal  leases 

equipment.     Auditor  removed  for  remarks  made 

without  commission's  approval 

W! 


TLLIAM  M.  HAUSER  was  re- 
moved as  auditor  of  the  Depart- 
ment of  Street  Railways,  Detroit,  Mich., 
on  May  31  at  a  special  meeting  of  the 
Street  Railway  Commission.  His  dis- 
missal had  the  approval  of  the  Mayor. 
G.  Ogden  Ellis,  president  of  the  com- 
mission, stated  that  the  meeting  was 
called  to  consider  a  public  statement  by 
Mr.  Hauser  in  which  the  auditor  criti- 
cized W.  B.  Mayo,  a  former  member 
of  the  commission  and  now  its  consult- 
ing engineer.  The  commission  regarded 
Mr.  Hauser's  statement  an  insult  to 
Mr.  Mayo. 

Mr.  Hauser  was  appointed  auditor 
about  three  years  ago  to  succeed  I.  N. 
Merritt  during  the  time  John  W.  Smith 
was  Mayor  and  shortly  after  Col.  H.  U. 


new  buses  by  the  D.S.R.  came  up  sev- 
eral weeks  ago,  the  propriety  of  purchas- 
ing new  equipment  of  that  nature  was 
questioned  and  Mayor  Lodge  and  the 
commission  asked  Mr.  Mayo  to  study 
the  department's  bus  situation  and  re- 
port on  the  operating  costs.  Mr.  Hauser 
questioned  the  matter  of  considering 
Mr.  Mayo's  report  "the  last  word  on 
the  subject,  particularly  when  he  is  first 
vice-president  of  the  interested  com- 
pany." This  refers  to  the  fact  that  the 
Department  of  Street  Railways  is  rent- 
ing buses  from  the  Detroit  Motorbus 
Company.  Mr.  Houser  and  Commis- 
sioner Barium  were  opposed  to  renting 
the  equipment  from  the  private  company 
and  at  a  recent  meeting  Mr.  Barium 
stated  that  as  Mr.  Mayo's  report  of  his 


Wallace  was  made  general  manager  of    bus  survey  was  announced  as  soon  forth- 


the  Detroit  municipal  system.  No  ac- 
tion has  been  taken  to  fill  the  position. 
In  the  meantime  Charles  J.  Faber,  chief 
assistant  auditor,  will  have  charge  of 
the  auditor's  office. 

In  the  interview  Mr.  Hauser  was 
quoted  as  including  the  statement  that 
Mr.  Mayo  was  "a  pensioner  of  Henry 
Ford"  and  "an  interested  party"  in  the 
controversy  over  the  rental  of  buses  by 
the  D.S.R.  from  the  Detroit  Motorbus 
Company,  of  which  Mr.  Mayo  is  an 
officer.  Mr.  Hauser  was  quoted  as  say- 
ing that  Mr.  Mayo's  name  is  printed 
on  the  railway  department's  letter  head 
and  that  it  also  appears  on  that  of  the 
Detroit  Motor  Bus  Company,  but  does 
not  appear  on  the  Ford  stationery. 

W^hen  the  matter  of  the  purchase  of 


coming,  he  would  withhold  a  motion  to 
purchase  new  buses. 

About  a  week  previous  to  his  dis- 
missal, the  auditor  stated  that  in  the  10 
months  ended  April  30,  1928,  the  D.S.R. 
had  paid  $228,000  for  rental  of  buses. 
Although  Commissioner  Barium  and 
Mr.  Hauser  agreed  in  the  contention 
that  the  rental  was  inadvisable,  the 
motion  to  dismiss  Mr.  Hauser  was  made 
by  Mr.  Barium.  Mayor  Lodge  stated 
that  the  bus  rental  arrangement  was 
O.K.'d  by  the  Street  Railway  Commis- 
sion and  approved  by  the  Council  and 
the  Mayor  last  July.  The  Mayor  added 
that  Mr.  Hauser  was  discharged  for  in- 
subordination. His  statement  also 
pointed  out  that  "I  do  not  like  these 
rows;  I  do  not  like  friction  in  our  City 


960 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.IS- 


departments,  but  I  must  take  action  in 
a  case  of  this  kind  or  we  can  have  no 
morale  in  the  administration  of  city 
affairs." 

Mr.   Hauser's   Explanation 

Following-  his  dismissal,  Mr.  Hauser 
issued  a  written  statement  in  which  he 
is  quoted  as  follows : 

I  have  given  my  very  best  in  an  endeavor 
to  make  public  ownership  of  Detroit's 
street  railways  a  success.  My  files  will 
show  that  I  have  tried  to  give  the  chief 
executives  of  the  Street  Railway  Commis- 
sion the  facts  about  the  operation  of  the 
people's  transportation  system.  I  have  en- 
deavored to  do  this  honestly  without  fear 
or  favor,  and  have  been  very  careful  of 
the  trust  imposed  on  me.  I  feel  that  a  man 
in  public  office  owes  his  loyalty  first  to  the 
entire  people,  and  in  this  respect  my  con- 
science is  clear. 

There  are  many  ramifications  to  the  rela- 
tions of  the  Detroit  Motor  Bus  Company 
with  the  Department  of  Street  Railways 
which  undoubtedly  will  in  time  come  to 
light  and  in  the  end  my  action  will  be 
appreciated. 

These  are  my  own  personal  opinions. 
Others  may  have  different  ones,  but  I  stand 
on  what  I  think  and  what  I  believe  to  be 
right 

The  story  of  the  success  of  the  Detroit 
Motor  Bus  Company  in  the  last  few  months 
can  in  part — in  a  very  large  part — be  at- 
tributed to  the  contractural  relations  it  has 
with  the  Department  of  Street  Railways 
with  respect  to  rented  coaches. 

I  accept  the  result  of  the  expression  of 
my  honest  conviction  very  cheerfully  since 
I  have  stood  for  what  is  right  and  not 
what  some  other  man  thinks  is  right. 

Mr.  Hauser  said  that  the  statement 
referring  to  Mr.  Mayo  as  a  pensioner  of 
Henry  Ford  should  not  have  been  pub- 
lished, but  insisted  that  he  would  stand 
by  his  contention  that  it  was  not  proper 
for  Mr.  Mayo,  an  officer  of  the  Detroit 
Motor  Bus  Company,  to  make  a  report 
as  consulting  engineer  for  the  D.S.R. 
He  held  to  the  belief  that  no  man  is  big 
enough  to  sit  on  both  sides  of  the  table 
at  the  same  time. 

Bus  Industry  in  Transitory  State 

Del  A.  Smith,  general  manager  of  the 
Detroit  Municipal  Railway,  was  quoted 
in  part  as  follows: 

The  bus  industry  is  in  a  highly  transi- 
tory state.  It  is  only  within  the  past  year 
that  a  satisfactory  bus  carrying  35  to  60 
passengers  has  been  developed.  The  effi- 
cient 40-passenger  bus  has  come  only  in 
the  last  10  months,  and  the  day  of  the 
double-deck  bus  is  distinctly  done.  We 
could  not  foresee  the  development  of  one 
type  and  the  obsolescense  of  the  other  a 
year  ago. 

Had  we  purchased  buses  then,  we  would 
have  acquired  a  fleet  which  by  now  would 
be  antiquated  and  rendering  service  un- 
satisfactory in  comparison  with  machines 
we  can  buy  now.  As  to  Mr.  Hauser's 
statement  that  the  Detroit  Motor  Bus  Com- 
pany is  making  10  cents  a  mile,  the  idea  is 
ridiculous.  We  rent  the  buses  for  31  cents 
and  it  is  impossible  to  operate  buses  such 
as  the  motor  bus  company  leased  to  us  for 
anything  like  21  cents. 

They  make  a  small  margin  of  profit,  but 
that  small  margin  is  all  the  city  is  losing 
— and  it  certainly  is  not  10  cents  for  every 
mile  the  rented  buses  travel.  Further,  we 
were  justified  in  renting  new  buses  to  avoid 
delay    in    opening    new    territory.      Four- 


teenth Street  was  promised  service  for  two 
years  before  it  got  it.  Now  we  are  hauling 
slightly  less  than  3,000  passengers  a  day 
over  that  route  and  could  haul  more  if  we 
had  bigger  buses. 

Rented  buses  now  run  about  20,000  miles 
a  month  compared  with  30,000  when  rented 
buses  were  run  by  the  Municipal  on  Four- 
teenth Street. 


Bus  Patronage  Satisfactory 
in  Kansas  City 

Buses  operated  by  the  Kansas  City 
Public  Service  Company,  with  a  new 
grant  of  15 -cent  bus  fares  on  trunk 
lines,  apparently  are  holding  the  patron- 
age enjoyed  when  a  10-cent  fare  was 
asked,  according  to  a  check  made  by 
the  company  during  the  rush  periods. 
The  patronage  is  about  as  usual,  accord- 
ing to  D.  L.  Fennell,  superintendent  of 
transportation  of  the  company.  The 
double-deck  buses  did  a  light  business 
the  first  few  days,  says  Mr.  Fennell, 
because  the  weather  was  not  suitable  for 
outside  riding,  but  on  the  whole  there 
was  no  indication  the  patrons  considered 
the  15-cent  fare  too  high.  Of  the  new 
routes  the  South  Oak  line  seemed  pop- 
ular. The  trunk  line  passengers,  begin- 
ning with  the  new  six  months'  tempo- 
rary franchise,  can  obtain  free  transfers 
to  certain  intersecting  street  car  lines. 
Feeder  line  fares  remain  10  cents. 


Complaint  Against  Gary 
Railway  Operation 

The  Midwest  Motor  Coach  Company, 
Gary,  Ind.,  in  a  petition  filed  recently 
with  the  Indiana  Public  Service  Com- 
mission asked  that  the  Shore  Line  Mo- 
tor Coach  Company  and  the  Gary  Rail- 
ways be  ordered  to  cease  operating  mo- 
tor coach  routes  in  competition  with  its 
own  coaches  between  Gary  and  63rd 
Street,  Chicago.  It  was  the  complain- 
ant's contention  that  it  had  been  au- 
thorized by  the  commission  in  October, 
1925,  to  operate  a  motor  coach  route 
between  these  two  points  and  that  the 
other  two  companies  held  certificates 
permitting  them  to  operate  only  over 
that  part  of  the  route  between  Indiana 
Harbor  and  Whiting,  but  that  both  com- 
panies were  now  carrying  passengers 
over  the  entire  route.  The  petition  asks 
that  the  certificates  granted  them  by  the 
commission  be  withdrawn  and  that  they 
be  ordered  to  desist. 

An  injunction  sought  by  the  Midwest 
Motor  Coach  Company  to  restrain  the 
Shore  Line  Motor  Coach  Company  from 
operating  buses  over  this  route  was  de- 
nied last  February  by  the  Porter  County 
Superior  Court  at  Valparaiso,  Ind. 


Service  Sought  in  Indiana  City 

In  a  petition  filed  recently  with  the 
Indiana  Public  Service  Commission,  it 
was  requested  by  residents  of  Fairmount, 
Ind.,  that  the  Union  Traction  Company 
of  Indiana  be  compelled  to  provide  bus 
service  for  that  ci^,  as  required  in  the 
certificate  of  convenience  and  necessity 
granted  by  the  commission. 


Petitions  for  Westchester  Heard 

An  attempt  to  induce  the  City  Coun- 
cil of  New  Rochelle,  N.  Y.,  to  recon- 
sider the  proposal  of  t'.ie  Third  Avenue 
Railway,  New  York,  to  substitute  buses 
for  trolley  cars  over  the  East  Main 
Street  line  under  the  conditions  re- 
quested by  the  railway  failed  recently, 
when  the  Councilmen  refused  to  put  the 
suggestion  for  reconsideration  into  the 
form  of  a  motion. 

The  Public  Service  Commission  has 
approved  the  tariff  filed  by  the  West- 
chester Street  Transportation  Company, 
Inc.,  a  subsidiary  of  the  Third  Avenue 
Railway,  for  bus  operation  in  place 
of  cars  upon  its  Silver  Lake  line 
in  White  Plains  and  Harrison.  Sub- 
route  or  short  line  buses  are  operated 
over  carrying  portions  of  the  route  to 
meet  requirements  of  traffic.  Fare  on 
this  line  is  10  cents.  Free  transfers  are 
given  from  this  line  to  other  bus  lines 
or  street  car  lines  entitling  the  pas- 
senger to  ride  to  any  point  in  the  city 
of  White  Plains. 


Eight  Motor  Coach  Routes 
in  Pasadena 

The  California  Railroad  Commission 
has  granted  a  certificate  to  the  Pacific 
Electric  Railway  for  the  operation  of 
coaches  in  the  city  of  Pasadena  over 
eight  routes,  covering  its  present  oper- 
ations. These  routes  are  to  be  con- 
sidered as  experimental,  however,  and 
subject  to  any  further  order  by  the  com- 
mission in  case  corrections  or  alter- 
ations may  be  required. 
♦ 

Municipal  Bus  Lines  Do  Well. 
Pass  Popular  in  St.  Petersburg 

According  to  the  Times,  St.  Peters- 
burg, Fla.,  that  city's  municipal  bus 
lines,  started  on  June  5,  1926,  have 
solved  the  transportation  problems  of 
thousands  of  residents  in  the  outlying 
sections  of  the  city,  particularly  in  the 
Haines  Road  district,  north  and  south 
Disston  Boulevard,  along  Lakeview 
Avenue  and  in  the  Lakewood  Estates 
section.  This  same  authority  says  that 
the  lines  were  operated  at  a  loss  for 
several  months,  but  are  slowly  becoming 
self-supporting.  Since  the  lines  were 
started  eight  city  buses  have  carried 
840,048  passengers  and  collected  $82,519 
in  passenger  fares.  The  system  now 
covers  a  wide  section  of  the  city  not 
reached  by  the  municipal  railway. 

Bus  transportation  is  said  to  have 
been  made  more  popular  by  the  public 
utilities  department  through  the  sales  of 
two  classes  of  tickets,  one  form  inter- 
changeable with  the  street  cars  and  the 
other  a  straight  weekly  pass  good  only 
on  the  street  cars.  The  combination 
weekly  pass  good  on  both  the  car  and 
bus  sells  for  $1.75.  The  straight  weekly 
pass  selling  for  $1  entitles  the  holder 
to  ride  only  the  street  cars.  Since  the 
weekly  pass  system  was  put  into  effect 
the  railway  has  shown  an  increase  in 
sales  from  about  $500  the  first  week  to 
more  than  $1,100  a  week  at  the  present 
time. 


June  9, 1928 


ELECTRIC  RAILWAY  JOURNAL 


961 


(\ 


Financial  and  Corporate 


^^^ 


Reorganization  of  Michigan 
Electric  Railway 

Formation  of  a  plan  and  agreement 
for  the  reorganization  of  the  Michigan 
Electric  Railway,  Jackson,  Mich.,  and 
its  properties  has  been  adopted  by  the 
bondholders'  committee.  Any  depositor 
who  may  dissent  to  the  plan,  should  it 
be  approved,  will  receive  bonds  and  cou- 
pons represented  by  his  certificate  of 
deposit  upon  payment  of  an  amount  to 
cover  pro  rata  share  of  cost  and  ex- 
penses fixed  by  the  committee,  not  ex- 
ceeding $15  for  each  $1,000  bond. 

The  plan  provides  for  the  organiza- 
tion of  a  new  company  and  the  neces- 
sary subsidiaries  to  acquire  the  present 
company's  property  and  operate  such 
additions,  extensions  and  betterments  as 
it  may  find  necessary.  No  stock  or 
securities  will  be  issued  for  or  on  ac- 
count of  the  outstanding  stock  of  the 
company.  The  new  company  will  not 
issue  or  sell  any  notes,  bonds,  or  other 
obligations  except  for  money  necessary 
to  pay  expenses. 

Holders  of  first  and  refunding  mort- 
gage bonds  will  receive  for  each  $100 
principal  amount  of  bonds  one  share  of 
stock  in  the  new  company.  Holders  of 
Jackson  &  Batrie  Creek  Traction  Com- 
pany bonds  will  receive  a  like  amount 
for  each  $100  principal  amount  of  bonds, 
and  holders  of  Jackson  Consolidated 
Traction  Company  bonds  will  receive  a 
similar  distribution. 


St.  Louis  Formally  Discharge."! 

Receiver 

Rolla  Wells  was  formally  dismissed 
from  his  duties  as  receiver  for  the 
United  Railways  by  United  States 
District  Judge  Paris  on  May  28.  The 
ending  of  his  tenure  of  office  was  on  his 
own  application  and  after  his  final  re- 
ports had  been  approved  by  the  court. 
He  entered  on  his  task  in  April,  1919. 
The  St.  Louis  Public  Service  Company 
took  over  the  railway  on  Dec.  1,  1927, 
following  the  sale  of  the  property  under 
foreclosure. 


German  Issue  Offered  in 
American  Market 

An  $8,000,000  ten-year  5^  per  cent 
gold  loan  for  the  Hamburg  Elevated, 
Undfrground  &  Street  Railway,  Ham- 
burg, Germany,  is  being  offered  by 
Brown  Brothers  &  Company,  the  Inter- 
national Acceptance  Bank,  Inc.,  and  the 
Illinois  Merchants  Trust  Company  at 
924,  to  yield  6.33  per  cent.  Proceeds 
will  be  used  to  refund  a  $6,000,000  short- 
term  loan  and  to  provide  for  improve- 
ments and  extensions  to  the  property. 
The  company  owns  and  operates  all 
elevated,  underground  and  railway  sys- 
tems, as  well  as  ferry  and  bus  services. 


in  Hamburg,  serving  a  population  of 
about  1,500,000.  Net  earnings  of  the 
company  in  1927  and  for  the  past  four 
years,  after  all  charges  and  depreciation, 
were  about  3^  times  annual  interest  re- 
quirements on  this  loan. 


Suit  to  Prevent  Washington 
Merger  Dismissed 

Justice  Peyton  Gordon  in  Equity  Di- 
vision 2  on  June  1  sustained  the  motion 
of  the  Washington  Railway  &  Electric 
Company,  Washington,  D.  C.,  to  dismiss 
the  suit  for  injunction  brought  by  John 
J.  Noonan,  minority  stockholder  of  the 
company,  against  the  North  American 
Company  and  the  local  company  to  pre- 
vent the  suggested  merger  of  the  railway 


lines  of  the  company  with  the  Capital 
Traction  Company  and  the  Washington 
Rapid  Transt  Company.  Attorneys 
William  G.  Johnson  and  Joseph  D.  Sul- 
livan, counsel  for  Mr.  Noonan,  gave 
notice  of  intention  to  appeal  when  the 
formal    order    of    dismissal    has    been 

signed. 

♦ 

Smaller  Milwaukee  Property 

Merged 

The  Milwaukee  Northern  Railway, 
operating  a  city  car  line  in  Milwaukee, 
Wis.,  and  an  interurban  railway  between 
Milwaukee  and  Sheboygan,  was  merged 
with  the  Milwaukee  Electric  Railway  & 
Light  Company  on  April  30,  1928.  This 
merger  is  primarily  a  consolidation  of 
the  properties,  with  the  smaller  losing 
its  corporate  identity.  The  Milwaukee 
Northern,  with  assets  of  $4,450,000,  had 
been  controlled  and  operated  by  the 
Milwaukee  Electric  Railway  &  Light 
Company  for  several  years  as  a  sub- 
sidiary. 


Analysis  of  Operating  Statements 

Railway  association  statistician  comments  on  returns  of  companies 

1927  as  shown  in  detailed  compilation  for  Aera.     Figures 

summarized  for  presentation  by  Journal 


r 


N  Aera  for  May  there  was  given  a 
summary  of  the  operations  in  1927 
of  a  group  of  206  electric  railways 
divided  among  city  lines,  interurban 
lines  and  combination  city  and  inter- 
urban lines.  In  the  June  issue  of  that 
paper  the  companies  in  each  of  the 
three  groups,  comprising  city,  inter- 
urban and  combination  city  and  inter- 
urban lines,  are  each  further  sub- 
divided into  three  smaller  groups,  the 
first  consisting  of  so-called  Class  A 
companies  whose  annual  revenues  ex- 
ceed $1,000,000  a  year,  the  second  con- 
sisting of  companies  whose  annual 
revenues  amount  to  more  than  $250,000 
and  less  than  $1,000,000,  and  the  third 
consisting  of  companies  earning  less 
than  $250,000  a  year.  In  addition  there 
is  also  given  a  combined  comparative 
balance  sheet  and  income  statement  of 
161  companies.  This  group  is  then 
subdivided  into  city,  interurban  and 
combination  city  and  interurban  com- 
panies and  a  combined  comparative 
balance  sheet  and  income  statement  is 
given  for  each  group. 

Edmund  J.  Murphy,  chief  statisti- 
cian of  the  American  Electric  Railway 
Association  and  author  of  the  article, 
says  that  when  the  companies  are 
segregated  into  classes  according  to 
their  size  it  at  once  becomes  apparent 
that  the  large  companies  are  in  the 
strongest  position  and  make  much  the 
best  showing.  This  is  true  in  the  case 
of  all  three  classes  of  companies,  but 
in  the  case  of  the  city  lines  the  com- 
panies in  the  medium  sized  group,  that 
is,  those  companies  earning  between 
$250,000  and  $1,000,000  a  year,  make 
almost  as  good  a  showing  as  the  larger 


companies  earning  more  than  $1,000,000 
a  year.  This  is  due  largely  to  the  fact 
that  the  medium  sized  companies  suc- 
ceeded in  making  a  very  material 
deduction — 13.24  per  cent — in  their 
deductions  or  fixed  charges,  consisting 
principally  of  rentals  and  interest  on 
bonded  indebtedness. 

The  traffic  on  the  large  city  lines  was 
practically  the  same  in  1927  as  in  1926, 
there  being  a  decrease  of  only  0.01  per 
cent.  Traffic  on  the  medium  sized  lines, 
on  the  other  hand,  decreased  1.32  per 
cent.  The  operating  revenues  of  the 
two  groups  followed  practically  the 
same  trend,  there  being  a  decrease  of 
0.83  per  cent  in  the  case  of  the  Class  A 
companies  and  a  decrease  of  1.07  per 
cent  in  the  case  of  the  Class  B  com- 
panies. 

When  the  interurban  lines  are  con- 
sidered it  is  found  that  the  difference 
in  the  showing  made  by  the  small  com- 
panies and  the  large  companies  is  more 
sharply  drawn  than  in  the  city  group. 
Among  the  interurban  companies  ap- 
parently the  smaller  the  company  the 
more  difficult  it  finds  it  to  operate  suc- 
cessfully, and  this  is  not  unnatural,  for 
as  was  pointed  out  in  Electric  Rail- 
way Journal  for  May  5,  in  which  Mr. 
Murphy's  previous  article  was  re- 
viewed, in  the  smaller  communities  and 
outlying  districts  the  private  auto- 
mobile has  become  a  family  necessity 
and  is  used  more  universally  and  more 
intensively  than  in  the  larger  centers 
of  population. 

Further  evidence  that  the  large  inter- 
urbans  were  developing  their  freight 
business  is  shown  by  the  car-mile  fig- 
ures.   While  the  number  of  passenger 


k 


962 


ELECTRIC  RAILWAY  JOURNAL 


Vol.7  \.N  0.22, 


Statistics  Compiled  by  American  Electric  Railway  Association 


ANALYSIS  OF  INCOME  STATEMENT,    SHOWING    PER   CENT   OF   INCREASE   OR    (D)    DECREASE 


-City  Companies- 


Railway  operating  revenue (D)     0.83 

Railway  operating  expense (D)      1 .  66 

Net  operating  revenue 1 .  22 

Net  revenue:  Auxiliary  operations 33.10 

Taxes (D)     035 

Operating  income I  ■  87 

Non-operating  income 10.57 

Gross  income 2. 40 

Deductions  from  gross  income 1 .  07 

Net  income 7. 37 

Dividends (D)     0.48 

Operating  ratio  (per  cent) 0. 83 

Ratio:  Net  income  to  operating  revenue. .  8.  33 


=  5 


§=.« 


(D)     1.07       (D) 
(D)     0.83       (D) 


(D) 

1.84 

4.20 

(D) 
(D) 

4.00 
3.03 

(D) 
(D) 

3.97 
13.24 

2.64 
1.84 


(D)     5.31 

39.82 

(D)    10.90 

(D)     3.66 
(D)   16.  15 


(D) 
<D) 


4.75 
11.93 


9.53  

30.23  

0.23  0.83 

10.61  


-Interurban  Companiei 


0.14 
1.21 


(D)  5.32 
11.47 
3.31 


(D) 
(D) 


(D) 
(D) 


4.94 
4.05 


1.06 


(D) 
(D) 


4.40 
1.89 


(D) 
(D) 


3.63 
0.49 


(D)  17.90  (D)  21.49 
(D)  19.50  (D)  90.18 
(D)     5.71       (D)   14.51 


5.36       (D)  24.94       (D)  29.07 
2.90  12.36       (D)     8.71 


(D) 


17.28       (D)  27.47 
2.38       (D)   13.83 


X  oj: 

X!  C 

•o« 

at  u 

^S 

»gS 

Sj:j= 

»= 

1^ 

m 

ill 

<w— r 

*=   O! 

=  w.    d 

=  J^ 

li! 

111 

ao 

£  CO 

<0   CO 

l>s 

1=  >o 

.9  o  « 

«s 

"(Su 

«s 

"s>i 

(D) 
(D) 

3.51 
2.10 

(D) 
(D) 

8.40 
7.41 
5.90 

(D) 
(D) 

8.24 
3.52 

(D) 

7.76 
1.41 

(D) 


(D)  74.06 

4.34       (D)     2.38 

2.62                3.25  1.45 

(D)   73.08 


■o" 

1^ 

as 

3  <A 

S-" 

ki 

X>n 

—  •^ 

n 

m 

(D) 
(D) 


4.48 
2.58 


(D)  13.05 
(D)  7.53 
(D)     6.58 


(D)  10.76 

(D)  5.01 

(D)  59.59 

(D)  9.52 

(D)  1.25 


(D)   16.39       (D)  76.49 
41.77       (D)     6.80 


1.93       (D)  71.67 
(D)    12.16       (D)     2.52 


154.63       (D) 
1.97 


2.29 
6.43 


OPERATING    EXPENSES   BY   PRIMARY   ACCOUNTS— PER   CENT   INCREASE   OR    (D)    DECREASE 


Way  and  structures (D)     5.25 

Equipment (D)     1.53 

Power (D)     1.73 

Conducting  transportation (D)     1 .  90 

Traffic (D)  25.86 

General  and  miscellaneous 3. 29 

Transportation  for  investment — Credit. . .  20.51 

Total  operating  expense (D)      1.6* 


-City  Companies 

3.53 

7.54 

6.25       (D)     0.19                 7.60 

. Combined  Properties — 

CD)     2.43                 5.52       (D)     3.31 

1.78 

(D) 

6.64 

(D)     1.61 

0.48 

1.71 

2.75 

(D)     7.09 

6.89 

(D)     4.93 

(D> 

2.03 

0.57 

(D)     8.96 

(D)     5.19 

(D)     4.40 

(D)     2.89 

CD)     8.76 

0.02 

(I)> 

5.66 

(D)     2.08 

(D)     0.34 

(D)     2.49 

(D)     3.82 

CD)     4.07 

CD)     6.29 

23.58 

{!» 

5.06 

21.60 

7.93 

(D)  23.68 

3.09 

17.54 

CD)   22.11 

CD)     4.55 

3.74 

3.49 

(D)     2.01 

(D)     2.02 

CD)     1 .  25 

CD)     5.44 

CD)    17.02 

57.67 

(D)  75.59 

CD) 100.00 

CD)  67.15 

CD)  71.17 

(D)  46.37 

(D)     0.83       CD)     1.84 


1.21       (D)     1.89       (D)     0.49       (D)     2.10       CD)     2.58       CD)     5.01 


OPERATING   STATISTICS— PER   CENT   INCREASE   OR    CD)    DECREASE 


-  City  Companies  - 


Passenger  car-miles (D)0.68  1.99 

Total  revenue  car-miles (D)0.70,      CD)  0.91 

Revenue  passengers (D)  0.01'      (D)l.32 

Traoafer  puMDvn (D)2.68f     (D)l.96» 

Total  panencen (D)l.57»     CD)  0.82 

Passenger  revenue (D)  0.92,      CD)  0.01 

Revenue  car-hours (D)  2.02»     CD)0.78« 

Passenger  car-hours (D)  2.02*      CD)0.78« 

.Miles  of  single  track 0.08       (D)1.I8 

Passenger  cars  operatedCa)  CD)   1.11'  0. 20 

a  Average  maximum  number  of  passenger  cars  in  service  daily. 
'  Reported  by  41  companies.       I  Reported  by  13  companies 


CD)  3.04 
CD)  2.53. 
0.44' 
CD)  39.94" 
CD)  6.39' 
(D)  4.87 
CD)     1.I5» 


-Interurban  Companies- 


-Combined  Properties' 


CD)  2.77         CD)  3.55         CD)   1.42         CD)  2. 


0.32 
CD)  3.96^' 
CD)  3.37'' 
CD)  3.40" 
CD)  3.75 


CD) 
CD) 


2.20 
3.04 
2.61 


10 


'  Reported  by  39  companies. 

*  Reported  by  40  companies. 

*  Reported  by  36  companies. 
'  Reported  by  18  companies. 
'  Reported  by  21  companies. 


*  Reported  by     9  companies. 

*  Reported  by  12  companies. 
"  Reported  by  1 1  companies. 
"  Reported  by  2  companies. 
"  Reported  by  20  companies. 


"  Reported  by 
'*  Reported  by 
"  Repcirlcd  by 
''  Reported  by 
'  Repf>rted  by 
'*  Reported  by 


7.61'' 

5  companies. 
15  companies. 
24  companies. 

5  companies. 
23  companies. 
33  companies. 


CD)  0.42 
CD)  8.96'* 
CD)  3.00" 
CD)  8. 63" 
CD)  7.86„ 
CD)  3.00'* 
CD)  3.90'* 

CD)  0.31'* 


CD)  1.43 
CD)  0.76" 
CD)  6.57'« 
CD)  0.88" 
CD)  5.58,^ 
CD)  0.35" 
0.29"^ 
0.61, 
CD)   1.02" 


CD) 
CD) 
CD) 
CD) 
CD) 
CD) 
CD) 
CD) 
CD) 


78 

27 

13" 

39" 

02" 

21 

3320 

22«' 
f5" 


CD)  3.85 
(D)  3.13 
CD)  8.25 
CD)  7.57« 
CD)  8.26„ 
CD)  8. 2822 
CD)  3.8922 
CD)  3.90 
CD)   1.68 
CD)  4.7723 


CD) 
CD) 
CD) 

CD) 
CD) 
CD) 
CD) 
CD) 
CD) 


4 

80 

5 

19 

)    10 

95" 

0 

522' 

)    10 

8|2* 

in 

03 

)    9 

742* 

)  9 

1421' 

2 

12 

)     9 

7|2' 

"*  Reported  by  29  companies. 
2**  Reported  by  30  companies. 
2'  Reported  by  27  companies. 
22  Reported  by  22  companies. 
2*  Reported  by  20  companies. 


2*  Reported  by  1 8  companies. 
2^  Reported  by  9  companies. 
2*"  Reported  by  19  companies, 
2'  Reported  by  1 5  companies. 


car-miles  of  these  companies  decreased 
2.77  per  cent  the  total  car-miles  in- 
creased 0.32  per  cent.  The  companies 
in  the  Class  B  group  were  attempting 
to  do  the  same  thing,  as  is  shown  by 
the  fact  that  their  passenger  car-miles 
fell  off  3.53  per  cent,  while  their  total 
car-miles  dropped  only  0.42  per  cent. 

It  would  naturally  be  expected  that 
companies  operating  both  city  and 
interurban  service  would  show  results 
somewhere  between  those  shown  by 
the  city  lines,  on  the  one  hand,  and 
by  the  interurban  on  the  other.  In 
other  words,  the  combination  lines 
ought  to  present  approximately  an 
average  of  the  results  of  the  other  two 
classes  of  companies.  According  to 
reports  of  these  companies,  however, 
they  seem  to  have  suffered  much  more 
heavily  from  the  adverse  conditions 
prevailing  in  1927  than  either  of  the 
other  groups.  Probably  the  explana- 
tion is  that,  in  general,  they  serve  and 


connect  up  comparatively  small  cities 
and  rural  communities.  They  are, 
therefore,  more  directly  susceptible  to 
the  competition  of  private  automobiles 
and  intercity  bus  lines.  All  of  the  com- 
panies in  this  group  were  affected 
adversely  by  conditions  in  1927  but,  as 
usual,  the  small  companies  seem  to 
have  been  affected  more  than  the 
others. 

This  year  for  the  first  time  Mr. 
Murphy  has  been  able  to  present  com- 
parative balance  sheets  of  a  large 
group  of  companies.  The  last  eight 
tables  in  his  series  are  devoted  to  com- 
parative balance  sheets  and  income 
statements  of  a  group  of  161  companies 
and  separate  balance  sheets  and  income 
statements  are  shown  for  the  58  city 
companies,  44  interurban  companies 
and  59  combination  city  and  interurban 
companies  that  comprise  the  group  of 
161  companies. 

The  balance  sheet  of  the  whole  group 


shows  an  investment  of  $1,778,335,435 
in  road  and  equipment  in  1927  com- 
pared with  $1,749,764,866  in  1926— an 
increase  of  $28,570,569.  The  total  in- 
vestment in  road  and  equipment  of 
these  161  companies  represents  approx- 
imately 35  per  cent  of  the  total  invest- 
ment of  the  entire  electric  railway 
industry  in  the  United  States.  As 
against  the  investment  in  road  and 
equipment  there  was  outstanding  $749,- 
858,830  in  stock  and  $924,731,265  in 
long-term  debt,  a  total  capitalization 
in  1927  of  $1,674,590,095,  or  $103,- 
745,340  less  than  the  value  at  which 
the  physical  property  was  carried  on 
the  books. 

The  total  corporate  surplus  of  the 
group  of  companies  increased  from 
$76,731,095  for  1926  to  $79,546,234  in 
1927.  Most  of  this  increase  was  in 
the  appropriated  surplus  which  arose 
from  $24,758,845  in  1926  to  $27,108,668 
in    1927— an    increase    of    $2,349,823. 


June  9.  1928 


ELECTRIC   RAILWAY  JOURNAL 


963 


The  profit  and  loss  surplus  increased 
$432,552,  or  from  $51,790,088  in  1926 
to  $52,222,640  on  1927.  The  total  cur- 
rent assets  amounted  to  $105,398,316 
in  1927,  compared  with  a  total  current 
liability  of  $116.455,404— a  ratio  of 
0.90.  In  1926  current  assets  amounted 
to  $104,081,399  and  current  liabilities 
to  $114,132,465— a  ratio  of  0.91. 

It  is  interesting  to  note,  says  the 
author,  that  in  these  balance  sheets  all 
of  the  groups  materially  increased  their 
reserves  for  depreciation.  In  the  case 
of  the  city  companies  the  reserve  was 
increased  from  $70,648,998  in  1926  to 
$75,597,252  in  1927.  or  an  increase  of 


7  per  cent.  Interurban  lines  increased 
their  reserve  from  $7,405,358  in  1926 
to  $8,089,032  in  1927,  or  9.23  per  cent, 
while  the  combination  city  and  inter- 
urban group  increased  their  reserve 
from  $35,439,553  to  $40,726,296,  or 
an  increase  of  14.91  per  cent. 

In  all  of  the  groups  the  reserve  for 
depreciation  is  approximately  7  per 
cent  of  the  investment  in  road  and 
equipment.  For  the  161  city,  inter- 
urban and  combination  city  and  inter- 
urban companies,  the  depreciation  re- 
serve amounted  to  $124,412,580  or 
about  6.45  per  cent  of  the  investment 
in  road  and  equipment. 


Revenues  on  Union  Traction  Lower 

Anderson,  Ind.,  company  reports  a  decrease  of  ^109,258.   Passengers 
carried  show  large  increase.     Liberal  allowance 
made  for  maintenance 


ARTHUR  W.  BRADY,  receiver  for 
■tX.  the  Union  Traction  Company  of 
Indiana,  has  filed  the  1927  report  in  the 
Circuit  Court  at  Anderson,  Ind.  It 
shows  that  the  railway  operating  rev- 
enue for  1927  was  $2,951,206,  a  decrease 
of  $109,258  compared  with  1926,  and 
that  operating  expenses  were  $2,708,360, 
an  increase  of  $141,619  compared  with 
the  previous  year.  Of  the  increased 
expenses  $96,689  more  than  in  1926  was 
expended  for  maintenance  of  way  and 
structures.  Gross  income  for  1927,  or 
the  income  after  operating  expenses  and 
taxes  but  before  charges  for  bond  inter- 
est and  other  fixed  charges,  was 
$169,439,  compared  with  $408,624  in 
1926. 


INCOME  ACCOUNT  OF  THE  UNION 
TRACTION  COMPANY 

RivVBNUE    From     Transport.\t:on 

1927 

Passenger $1,935,256 

Baggage 5,197 

Parlor,  chair  and  special  car 10,627 

Mail 6,048 

Express 133,212 

Milk 13,721 

Freight  and  switching 676,287 

Total $2,780,552 

Revenue  FIiom  OPBn.\TioN  OTHEat  Than 
Transportation 

.Station  and  car  privileges $14,184 

Parcel  room  receipts 55 

Car  service  and  storage 616 

Rent  of  tracks  and  terminals 3,8 1 2 

Rent  of  equipment 1 2,458 

Rent  of  buildings  and  other  property.  .  .  .  14,320 

Power 124,247 

Miscellaneous 960 

Total $170,654 

Total  operating  revenue $2,951,206 

Operating  Expenses 

Way  and  structures $668,312 

Equipment 349,837 

Power 556,432 

Conducting  transportation 749,497 

Traffic 52,916 

General  and  miscellaneous 331,364 

Total  operating  expenses $2,708,360 

Net  operating  revenue 242,845 

Taxes 98,000 

Net  operating  revenue  less  taxes $144,845 

Other  income 24,593 

Gross  income $169,439 


In    the    operating    expenses    for    the 
year  are  included  $668,312  for  mainte- 


nance of  way  and  structures  and  $349,837 
for  maintenance  of  equipment.  This 
makes  the  total  sum  charged  for  main- 
tenance of  the  property  $1,018,150,  equal 
to  34.5  per  cent  of  the  gross  railway 
operating  revenue  for  the  year. 

The   1927  account  for  additions  and 


TRAFFIC  ST.vnSTlCS  OF  THE  UNION 

TRACTION  CO.MPANY 

Dec.    31,    1927 

Passengers  carried,  interurban  lines 4,234,896 

Passengers  carried,  city  lines 6,688,653 

Passengers  carried,  interuroan  buses. ....  1 19,529 

Passengers  carried,  city  buses 2,055,822 

Total  passengers  carried 1 3,098,900 

Mileage  of  cars,  interurban  tines,  miles.. .  7,017,752 

Mileage  of  cars,  city  lines,  miles 1,434,577 

Total  mileage  of  cars,  miles 8,452,329 


ihe  year  in  that  amount.     No  new  ecjuip- 
nient  notes  were  issued. 

During  the  year  the  $12,000  of  Broad 
Ripple  Traction  Company  bonds  were 
retired  and  $6,000  of  additional  bonds 
of  the  issue  were  purchased  out  of  the 
proceeds  of  the  property.  The  interest 
on  the  purchased  bonds  was  paid  to  the 
receiver.  Unexpired  proceeds  remain 
in  the  hands  of  the  trustees  for  applica- 
tion to  the  purchase  of  additional  bonds. 
Interest  at  6  per  cent  was  paid  as  here- 
tofore on  the  $328,000  Marion  City 
Railway  bonds  secured  by  first  mortgage 
on  city  lines  at  Marion  and  the  inter- 
urban line  between  Marion  and  Summit- 
ville  and  on  the  $36,000  of  Citizens 
Street  Railway  bonds  secured  by  first 
mortgage  on  city  lines  at  Muncie.  These 
bonds   matured   on    Dec.    1.    1927.      No 


Union  traction 

Indianapolis  Northern 

Muncie,  Hartford  &  Fort  Wayne 

Muncie-Portland 

Indianapolis,  New  Castle  and  East«rn 

Muncie-Union  City 

Marion-Wabash 

Anderson-Middletown 

Total $2,951,206 

♦Deficit. 

While  this  statement  is  based  on  allocations  of  revenues  and  expenses  differing  in  some  respects  from  those 
used  in  1925  and  1926,  it  is  still  tentative.  The  revision  of  the  segregated  earnings  and  expenses  for  the  three 
years  of  the  receivership,  with  a  view  to  securing  more  accurate  results,  has  continued  to  receive  active  at- 
tention, and  a  report  on  the  subject  will  be  made  to  the  court  later. 


Total 

Total 

Operating 

Operating 

Other 

Gross 

Revenue 

Expenses 

Taxes 

Income 

Income 

$1,368,596 

$1,188,926 

$38,563 

$16,096 

$157,203 

759,696 

713,652 

22,010 

5,101 

29,135 

268,085 

247,641 

10,054 

907 

11,296 

94,348 

96,607 

5,752 

398 

»7,6I3 

296,720 

280,174 

9,172 

1,307 

8,680 

86,136 

105,508 

7,183 

537 

*26,0I7 

46,775 

51,060 

3,880 

151 

•8,013 

30,846 

24,788 

1,381 
$98,000 

93 

4,769 

$2,951,206 

$2,708,360 

$24,593 

$169,439 

betterments  shows  expenditures  for  the 
year  of  $43,275.  There  was  expended 
in  addition  $8,156  for  buses.  These 
amounts  are  exclusive  of  charges  in  1927 
of  $37,159  for  extensions  of  and  better- 
ments to  the  property  of  the  Traction 
Light  &  Power  Company,  wholly  owned 
by  the  Union  Traction  Company  of 
Indiana.  The  operations  of  the  Trac- 
tion Light  &  Power  Company  were  ex- 
tended in  1927  to  Honey  Creek  and 
Warrington,  thus  making  50  towns  and 
villages  served  by  the  company  at  the 
end  of  the  year.  The  net  income  of  the 
company  in  1927  was  $18,486. 

Gross  revenues  from  bus  operation  in 
1927  were  $131,723  and  operating  ex- 
penses, taxes,  interest  and  amortization 
charges  were  $305,559,  making  the  def- 
icit from  bus  operation  $173,835.  This 
includes  $96,618  for  depreciation  and 
amortization. 

There  were  13,098,900  passengers 
carried  during  the  year  by  both  inter- 
urbans  and  buses  an  increase  of  more 
than  1,000,000  over  1926. 

In  1927,  $172,159  was  paid  on  the 
principal  of  notes  representing  car.  bus 
and  power  betterment  equipment,  reduc- 
ing liabilities  shown  at  the  beginning  of 


arrangement  has  as  yet  been  made  by 
the  railway  company  for  meeting  this 
maturity. 

Operation  of  the  Anderson-Middle- 
town interurban  line  resulted  in  a  sur- 
plus of  $4,769.  That  a  surplus  instead 
of  a  deficit,  as  in  1925  and  1926,  is 
shown  is  due  to  a  change  in  the  method 
of  allocating  revenues  and  expenses. 
Operation  of  the  Muncie-Union  City 
line  resulted  in  a  deficit  of  $26,017, 
being  $15,203  greater  than  that  shown 
for  1926.  Operation  of  the  Marion- 
Wabash  interurban  line  resulted  in  a 
deficit  of  $8,013,  which  is  $2,310  more 
than  in  1926.  A  question  under  con- 
sideration is  the  action  which  should  be 
taken  with  respect  to  these  three  inter- 
urban lines  and  certain  non-paying 
street  railway  lines. 

Segregation  of  earnings  and  expenses 
of  the  respective  lines  subject  to  the 
liens  of  the  principal  mortgages  and  also 
of  the  lines  leased  to  the  Union  Traction 
Company  of  Indiana  was  undertaken, 
and  the  earnings  and  expenses  so  seg- 
regated for  the  year  are  shown  tenta- 
tively and  subject  to  revision. 

The  Union  Traction  Company  owns 
309  miles  of  line  and  leases  445|  miles. 


■ 


964 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No. 23 


Expenses  in  Honolulu  Decreaset* 

Total  revenue  of  the  Honolulu  Rapic 
Transit  Company,  Ltd.,  Honolulu,  I.  H. 
for  the  year  1927  was  $1,019,245,  com- 
pared with  $1,023,772  for  the  year  1926. 
Total  operating  expenses  for  the  year 
were  $626,453,  compared  to  $662,932  for 
the  year  1926,  in  addition  to  which  the 
sum  of  $24,238  was  charged  to  operat- 
ing expenses  for  replacements  during 
the  year  compared  with  $13,939  for  re- 
placements during  1926.  These  facts 
were  contained  in  the  manager's  report 
for  the  year  ended  Dec.  31,  1927. 

Traffic  revenue  and  expense  figures 
for  1927  and  1926  are  shown  in  the 
accompanying  tables. 


RAILWAY  PASSENGER  TRAFFIC 

1927  1926 

Full  fares  and  half  («■«• 16,043.809  16,286.105 

iCfarea 59.593         92.081 

Total 16.103,402  16,378,186 

Transfer  passengero  carried —     3,550,694     3,357,651 


BUS  OPERATIONS 
Kali  HI 

1927  1926 

Full  fares  and  half  fares 386,500      347,287 

Free  fares '.375  1.108 

Total 387,875      348,395 

Transfer  passengers  carried 343.427      ''|.'5J 

Bus-miles  operated 126.624      128,441 

KiUUUKt 

1927 

Full  fares  and  half  fares 184,506 

Free  fares ^ 

Total "84.542 

Bus-miles  operated. 75,008. 10 

REVENUE 

1927  1926 

Passenger  revenue $973,417  $992,063 

Bus  revenue 30.096  21.536 

Special  car  revenue 1,260  '',5, 

freight  revenue 242 

$1,004,774  $1,015,107 


OPERATING  EXPENSES 
1927 

Way  and  structures $51,426 

Equipment 69,865 

Power 88.796 

Conducting  transportation 289,090 

Traffic 2,693 

<]«oeraI  and  misoellaneoua 1 24, 580 

$626,453 


$662,952 


In  a  consideration  of  the  allowable 
return  in  Honolulu  President  Castle  in 
the  report  computes  a  deficiency  of 
$80,000  in  return  for  1927.  He  claims 
that  if  the  sum  of  $70,000  is  added 
•for  each  year  for  depreciation  on  track 
and   distribution    system    which    should 


REVENUE  ACCOUNT  OF  THE  HONOLULU 

RAPID  TRANSIT  COMPANY,  LTD.,  FOR 

YEAR  ENDED  DEC.  31,  1927 

Revenue  from  transportation ^'*''?^  acI 

Operating  expenses 626.453 

Net  revenue  from  transportation $378,320 

Revenue  from  other  railway  operations.. . .  1 4,47 1 

Net  revenue  from  railway  operations.. . .      $392,792 

Taxes $123,801 

Property $87,287 

Income 8,409 

Corporation  income      25,331 

Public  utiUties 2,023 

Motor   vehicle 
licenses 748 

Rhplacbments  : 

Chargeable  to  operating  ex- 
pense  


24,238        148,040 


Gross   revenue,   less   operating   expenses, 

taxes  and  replacements $244,725 

Depreciation $51,766 

Profit  and  loss 1,873         53,640 

Net  revenue  1927 $191,111 

Interest  on  bank  loans $6,600 

Dividends,  7  per  cent 175,000        181,600 

Balance  net  revenue  1 927  to  stu'plus. ...  $9,5  II 

Surplus  : 

BaUnce  as  at  Jan.  I.  1927...     $279,914 

Less  additional  corporation  in- 
come taxes  for  year.s  1921, 
1922  and  1923 11,619       268,294 

Balance  carried  to  1928 .'      $277,806 


have   been    charged    but   was    not,    the 
actual  deficiency  is  much  greater. 

Need  Exists  for  Fair  Return 

Mr.  Castle  said  the  street  railroad  had 
to  run,  and  the  only  way  it  could  run 
was  when  it  returned  a  fair  dividend 
to  its  stockholders.  Operating  expenses 
could  not  be  cut  further,  so  the  only 
answer  was  a  rate  increase.  This  should 
be  the  minimum  amount  required  to 
operate  a  decent  service  and  to  give  to 
the  investors  a  fair  return.  He  believed 
that  a  readjustment  of  rates  would  pro- 
duce more  income. 


Partial  Abandonment  in 
Salt  Lake  City 

Application  of  the  Utah  Light  &  Trac- 
tion Company  to  abandon  portions  of 
four  railway  lines  in  Salt  Lake  City  has 
been  granted  by  the  Public  Utilities 
Commission  of  Utah.  It  was  shown 
that  the  four  lines  to  be  abandoned  have 
been  operated  at  a  loss  for  several  years. 
The  trackage  will  total  5  miles. 

The  company's  application  to  abandon 
service  and  tear  up  tracks  on  West 
Temple  Street,  from  Ninth  to  21st  South 
Street  was  denied.  The  commission  or- 
dered this  line  maintained  with  "greater 
comfort  and  convenience  to  car-riding 
patrons." 


Traffic,  Fare  and  Wage  Figures 

The  number  of  revenue  passengers,  in- 
cluding bus  passengers,  reported  by  215 
companies  to  the  American  Electric 
Railway  Association  for  April,  1928, 
compared  with  April,  1927,  is  as 
follows : 

April,    1928    800,879,714 

April,    1927    829.471,710 

Decrease,   per  cent 3.4.5 

The  decrease  for  April  is  the  larg- 
est whicli  has  occurred  this  year.  There 
were  five  Sundays  in  April,  1928,  com- 
pared with  four  in  1927,  and  this  fact  is 
largely  responsible  for  the  greater 
decrease. 

Average  cash  fares  in  cities  of  25,000 
population  and  over  were : 

Cents 

May  1.   1928 8.1186 

April    1,    1928 s.llSii 

May  1,   1927 7.9403 

There  was  no  change  in  the  average 
basic  fare  in  American  cities  during  the 
month  of  April. 

The  average  maximum  hourly  rates 
paid  motormen  and  conductors  in  two- 
man  service  by  companies  operating  100 
or  more  miles  of  single  track: 

Average  Index 

Hourly  Number 

Rate  1913  =  100 

Month  Cents  Per  Cent 

May  1,   1928 57.40  210. fi4 

April   1,    1928 .';7.40  210.64 

May  1,  1927 57.11  209.58 


Hattiesburg  Bonds  Called 

The  Hattiesburg  Traction  Company, 
Hattiesburg,  Miss.,  has  called  for  re- 
demption or  purchase  on  July  1,  1928. 
all  of  its  outstanding  general  lien,  sink- 
ing fund  6  per  cent  gold  bonds  at  prin- 
cipal with  interest  accrued  and  unpaid 
to  the  date  set  for  payment,  together 
with  a  premium  of  5  per  cent  of  the 
principal  of  each  of  the  bonds.  They 
are  payable  at  the  office  of  the  Ameri- 
can   Exchange-Irving   Trust   Company, 

New  York. 

> 

Abandonment  of  Two  Lines  in 
New  York  State  Approved 

A  declaration  of  abandonment  by  the 
Hudson  Valley  Railway  of  the  Fort 
Edward  Thomson  line  and  the  North- 
umberland-Stillwater line  was  approved 
on  April  30  by  the  Public  Service  Com- 
mission. Actual  abandonment  of  the 
two  lines,  the  first  covering  a  distance 
of  11  miles,  and  the  second  a  distance 
of  14  miles,  is  efifective  July  1. 


OPERATING  STATEMENT  OF  THE  HONOLULU  RAPID  TRAN.SIT  COMPANY,  LTD. 


■  Oroes  Operating  R«venues  — ■ 


-Operating  Expenses  and  Other  Charges- 


Trans- 
portation 
$1,004,774 


Other  Way 

Than  and 

Trans-           Total  Struc-  Equip- 

portation     Revenue  tures  ment 

$14,471  $1,019,245  $51,426  $69,865 
10,445  13,705 


Power 

$88,796 

87 


Conduct- 
ing 
Trans- 
portation 
$289,090 


1927 

Scplacementa 

Total  1927    $1,004,774       $14,471     $1,019,245    $61,871    $83,571      $88,883      $289,090 
Total  1926    $1,015,107         $8,664    $1,023,772    $65,832    $77,438      $94,179      $322,356 


Traffic 
$2,693 


General 

and 
Miscel- 
laneous 
$124,580 


Total 
Operating 
Expenses 
$626,453 

24,238 


Taxes 
$123,801 


Total 
Operating 
Expenses 

and 

Taxes 
$750,254 

24,238 


Net  Revenue 
Exclusive  of 
Deductions 

for 

Depreciation, 

Interest  and 

Profit  &  Loss 

$268,990 

24,238 


$2,693 
$2,252 


$124,580      $650,691        $123,801      $774,493         $244,752 
$114,811      $676,872       $122,678      $799,550         $224,221 


>224,22l      ^B 


Per  cent  operating  expenses  to  operating  revenues  64.76. 

Per  cent  operating  expenses  to  total  operalinx  revenues  63.84. 

Per  cent  operating  expenses  and  other  charges  to  total  operating  reveouee  75.99. 


June  9,  1928 


ELECTRIC  RAILWAY  JOURNAL 


965 


Book  Reviews 


=gte^>= 


Universal   Directory   of   Railway 
Officials,   1928 

Published  by  the  Directory  Publishing 
Company,  London,  404  pages,  price,  $5, 
postage  included. 

This  is  the  34th  edition  of  a  very 
useful  book,  containing  a  list  of  lead- 
ing railroad  officials.  The  first  part 
of  the  book  lists  the  railroads  alpha- 
betically by  countries.  Under  the  name 
of  each  are  particulars  of  the  length  of 
track,  gage  and  equipment,  with  a  list 
of  the  principal  officials.  The  name  of 
the  company  is  given  in  English,  but  is 
repeated  in  the  language  of  the  country 
if  the  country  is  one  in  which  English 
is  not  spoken.  The  second  part  of  the 
book  contains  an  alphabetical  list  of  the 
railroads  and  railroad  associations  in 
the  different  countries,  together  with 
names  of  officials. 

Facts  and  Figures  of  the  Automobile 
Industry — 1928  Edition 

Published  by  National  Automobile  Cham- 
ber of  Commerce,  New  York,  N.  Y.  96 
pages. 

Further  information  and  special 
studies  have  been  made  available  in  the 
tenth  annual  edition  of  this  booklet  of 
the  National  Chamber  of  Commerce. 
Here  are  tabulations  of  the  major  auto- 
mobile market  and  of  methods  of  taxa- 
tion in  different  states;  a  study  of 
gasoline  consumption  by  states;  trans- 
continental bus  routes;  a  list  of 
highway  grade  separations  and  figures 
on  metropolitan  traffic.  Many  charts 
and  diagrams  complete  this  picture  of 
the  automobile  industry.  A  valuable 
inde.x  is  included.  Certain  data  on 
common  carrier  buses  were  reprinted 
from  Bus  Transportation. 

Financial  and  Business  Forecasting 

Dr.  Warren  F.  Hickernell,  Alexander 
Hamilton  Institute,  New  York.  2  volumes. 
914  pages.    $10  for  both  volumes. 

To  the  business  man  and  manufactur- 
ing executive  who  wishes  to  possess  a 
working  knowledge  of  the  basic  theories 
of  the  business  cycle  minus  the  all  too 
familiar  perplexing  mathematical  for- 
mulas ;  a  quick,  though  vivid,  view  of 
the  waves  of  prosperity  and  of  over- 
speculation,  which  have  characterized 
the  course  of  business  in  the  United 
States  and  Europe  for  more  than  a  cen- 
tury past ;  and  finally  the  basic  methods 
now  in  use  in  financial  analysis  and 
forecasting,  these  two  volumes  will  prove 
interesting  and  enlightening.  The  cyclic 
theories  of  Mills,  Jevon,  Moore,  Juglar 
and  Mitchell  are  explained  in  a  simple 
manner,  and  their  strength  and  weak- 
ness pointed  out. 

The  scholar  may  stop  with  an  analysis 
of  the  causes  and  efifects,   but   for  the 
Ij        man  in  active  business  the  question  of 

'  how  to  apply  theory  to  his  own  affairs 
assumes  paramount  importance.    Doctor 

.  Hickernell      accordingly     devotes      his 


second  volume  to  a  study  of  financial 
analysis  and  forecasting,  bringing  out 
the  fact  that  the  four  symbols  of  fore- 
casting are :  ( 1 )  basic  business  sta- 
tistics ;  (2)  a  knowledge  of  economic 
principles;  (3)  perspective,  based  on  a 
study  of  business  history,  and  (4)  good 
judgment  in  applying  principles  to  the 
interpretation  of  statistics.  Before  the 
war  industrial  fluctuations  went  to  ex- 
tremes, and  individual  markets  were 
importantly  affected  by  the  general 
trend.  In  recent  years,  however,  eco- 
nomic conditions  have  been  well  stabil- 
ized, and  the  analysis  of  individual  mar- 
kets has  become  increasingly  important. 

Business,  the  Civilizer 

By  Earnest  Elmo  Calkins,  Boston.  Lit- 
tle, Brown  &  Company,  1928.  310  pages. 
Price,  $3. 

On  the  assumption  that  the  progres- 
sive railway  operator  has  at  least  a 
passing  interest  in  the  contemporary 
business  scene  and  a  very  live  interest 
in  the  subject  of  advertising,  a  reading 
of  "Business,  the  Civilizer"  is  informa- 
tive and  assuredly  entertaining.  Mr. 
Calkins  author  of  "Louder  Please !",  the 
autobiography  of  a  deaf  man,  reviews 
the  history  of  advertising,  not  overlook- 
ing some  of  its  questionable  practices, 
which  he  believes  are  fast  disappearing ; 
stresses  its  value  as  a  force  in  modern 
business  and  predicts  its  holding  an  in- 
vulnerable position  in  a  thriving  business 
world.  Coming  some  six  months  after 
"Your  Money's  Worth,"  a  dark  picture 
drawn  by  Messrs.  Chase  and  Schlink  of 
the  American  gullibility  for  advertising 
misrepresentation,  this  work  presents 
the  constructive  side  of  this  activity. 

Not  all  of  Mr.  Calkins's  subject  has 
application  to  the  railway  industry. 
However,  his  comments  on  living  up  to 
advertising  and  its  remarkable  effects  on 
business  are  directly  in  line  with  the 
advice  of  advertising  men  connected 
with  railway  enterprises.  Certainly, 
"the  service  you  ought  to  render"  has 
transformed  more  than  one  company 
because  of  the  effort  of  making  a  worth- 
while appeal  to  the  public.  On  this 
point  Mr.  Calkins  says :  "He  cannot 
say  one  thing  and  do  another,  and  since 
the  things  he  says,  or  permits  his  ad- 
vertising man  to  say  for  him,  is  that 
more  nearly  ideal  thing  which  he  always 
meant  his  business  to  be,  it  is  that  thing 
which,  under  the  influence  of  the  adver- 
tising urge,  his  business  gradually  be- 
comes." Fifty  years  ago,  he  says,  neither 
the  salesman  nor  his  emf>loyer  realized 
the  potentialities  of  future  business  a 
casual  purchaser  represented.  Then 
came  advertising  and  its  prestige  known 
as  good  will.  Good  will,  in  his  opinion, 
is  built  up  by  continuous  advertising 
which  will  ensure  continuous  buying  on 
the  part  of  a  large  number  of  con- 
sumers. 

And  when  he  discusses  beauty  as  a 
business  force  and  a  factor  in   selling 


his  ideas,  though  the  ideas  are  not 
new,  they  provoke  more  thought  on  the 
apparent  changes  in  the  economic  and 
social  life  of  today.  The  railway  man 
has  not  lagged  in  this  movement  for 
converting  purely  utilitarian  products 
into  things  of  beauty,  nor  have  his  efforts 
to  break  with  tradition  in  the  matter  of 
car  equipment  gone  unnoticed  or  unre- 
warded. Mr.  Calkins's  work  is  an  argu- 
ment for  business  "the  best-done  job  in 
the  world." 

Elektrische  VoUbahnlokomotiven 

Electrical  Main  Line  Locomotives,  by 
Dr.  Karl  Sachs.  Berlin,  Julius  Springer, 
461  pages,  22  insert  plates.  Price,  84 
marks. 

This  is  by  far  the  most  extensive  book 
on  electric  locomotive  design  with 
which  the  author  of  this  review  is 
acquainted.  It  is  divided  into  four 
parts:  (1)  Power  and  loading,  which 
takes  up  questions  of  resistance  to  move- 
ment, traction  coefficients,  speed  on 
curves,  etc.;  (2)  the  mechanical  portion 
of  the  locomotive  equipment;  (3)  the 
electrical  portion,  and  (4)  accounts  of 
different  late  types  of  locomotives.  The 
third  part,  that  relating  to  the  electrical 
equipment,  in  turn  is  divided  into  four 
parts  to  cover  direct-current  locomo- 
tives, single-phase  locomotives,  three- 
phase  locomotives  and  transformer  loco- 
motives. While  the  book  relates  largely 
to  European  practice,  American  design 
and  methods  are  also  represented.  A 
feature  is  the  large  number  of  detailed 
drawings  of  portions  of  the  equipment, 
of  connections,  and  of  complete  loco- 
motives. 

Accident  Facts,  1928 

National  Safety  Council,  Chicago.  46 
pages. 

No.  17  of  the  Council's  public  safety 
series  gives  a  great  many  interesting 
data  on  accidents  in  1927  and  in  earlier 
years.  The  figures  show,  for  example, 
between  1911  and  1927  an  increase  of 
20  per  cent  in  all  accidental  deaths. 
These  include  an  increase  of  1,050  per 
cent  in  automobile  deaths,  a  decrease 
of  37  per  cent  in  railroad  deaths  and 
a  decrease  of  44  per  cent  in  street  car 
deaths.  Altogether,  there  were  1,661 
deaths  during  1927  due  to  street  car 
accidents;  of  these  475  were  caused  by 
collisions  with  automobiles.  The  total 
nuniber  of  accidental  deaths  from  motor 
vehicle  accidents  was  25,775  during  the 
same  year.  Sixty-five  per  cent  of  the 
m.otor  vehicle  deaths  were  caused  by 
motor  vehicles  striking  pedestrians. 

Storage  Batteries 

Morton  Arendt,  assistant  professor  of 
electrical  engineering  Columbia  University, 
Fellow  American  Institute  of  Electrical 
Engineers.  D.  Van  Nostrand  Company, 
Inc.,  New  York,  N.  Y.  290  pages.  Price, 
$4.50. 

This  is  a  practical  survey  of  the  stor- 
age battery  covering  its  production,  per- 
formance and  control.  An  introduction 
to  the  subject  and  a  history  of  it  are 
covered  and  a  study  of  factors  influenc- 
ing capacity  and  efficiency. 


966 


ELECTRIC   RAILWAY  JOURNAL 


Vol.71,  No.23 


Personal  Items 


=et^ei= 


A.  T.  Clark  Honored  as  Head  of 
New  Association 

A.  T.  Clark  was  elected  president  of 
the  newly  formed  Association  of  Elec- 
tric Railway  Equipment  Men  of  the 
Middle  Atlantic  States  at  a  meeting  in 
Baltimore  on  May  16.  The  association 
was  formed  through  a  desire  of  out- 
standing equipment  men  to  improve 
methods  and  practices  in  the  shops.  Mr. 
Clark  is  superintendent  of  rolling  stock 
and  shops  of  the  United  Railways  & 
Electric  Company,  Baltimore.  He  is 
also  chairman  of  the  rolling  stock  com- 
mittee of  the  American  Electric  Rail- 
way Association   and   chairman   of  the 


A.  T.  Clark 

judges  of  the  maintenance  prize  com- 
mittee for  Electric  Railway  Journal. 

Back  in  1907  when  Mr.  Clark  was  in 
the  employ  of  the  J.  G.  Brill  Company 
he  was  asked  by  the  then  superintendent 
of  rolling  stock  and  shops,  H.  H. 
Adams,  to  go  to  Baltimore  to  assume  the 
duties  of  assistant  superintendent.  About 
a  year  thereafter  Mr.  Adams  resigned 
as  superintendent  and  Mr.  Clark  was 
appointed  acting  superintendent,  later 
receiving  the  full  title. 

Early  in  his  career  he  was  employed 
as  an  apprentice  in  the  erecting  shop  of 
the  Southwark  Foundry  &  Machine 
Company,  of  Philadelphia.  Later  he  re- 
signed from  that  position  to  enter  the 
drafting  room  of  the  Bethlehem  Steel 
Company,  South  Bethlehem,  Pa.  In 
1901  he  became  connected  with  the 
Link-Belt  Engineering  Company,  Phila- 
delphia, but  two  years  later  resigned  to 
go  with  the  Brill  Company.  When  the 
Brill  Company  opened  a  department  for 
the  construction  of  steel  underframes  in 
1907  Mr.  Clark  was  appointed  foreman 
of  the  department. 

Mr.  Clark  was  born  in  Oakland,  Cal., 
49  years  ago.  He  received  his  elemen- 
tary education  in  the  public  schools  of 
that  city  and  prepared  for  Yale  at  the 
Central  High  School  in  Philadelphia. 
He  was  graduated  from  the  Sheffield 
Scientific  School  with  the  degree  of 
M.E.,    and    later    pursued    a    special 


course  in  electrical  engineering  con- 
ducted in  the  evening  at  Drexel  Insti- 
tute, Philadelphia. 


H.  S.  Johnson  Resigns 
at  Honolulu 

H.  Stewart  Johnson  has  resigned  as 
manager  of  the  Honolulu  Rapid  Transit 
Company,  Honolulu.  Hawaii,  after  more 
than  20  years'  service,  due  to  ill  health. 
He  is  planning  a  round-the-world  trip. 

Mr.  Johnson  arrived  in  Honolulu  in 
May,  1899,  and  was  employed  as  an 
assistant  engineer  in  the  construction  of 
the  road.  In  1913  he  was  appointed 
chief  engineer  and  in  1918  manager. 

During  his  association  with  the  com- 
pany he  handled  several  projects  for 
outside  organizations.  He  was  con- 
nected with  the  U.  S.  Army  in  the 
installation  of  the  batteries  on  Diamond 
Head,  with  the  Territorial  Loan  Board 
on  highway  construction  and  for  a  time 
was  assistant  city  engineer.  He  also 
acted  as  cival  engineer  for  the  Honolulu 
Gas  Company. 


Promotion  for  J.  A.  Longley 
With  Tennessee  Properties 

James  A.  Longley,  for  the  past  sev- 
eral years  manager  of  the  production 
and  transmission  department  of  the  Ten- 
nessee Electric  Power  Company,  Chat- 
tanooga, Tenn.,  was  recently  appointed 
assistant  to  J.  C.  Guild,  general  manager 
of  the  Tennessee  Electric  Power  Com- 
pany and  president  of  the  Nashville 
Railway  &  Light  Company. 

Mr.  Longley's  first  connection  with 
the  electrical  industry  was  in  1910  when 
he  went  to  Portland,  Ore.,  on  power 
plant  construction  work  for  the  Port- 
land Railway,  Light  &  Power  Company. 
In  1913  he  went  east  to  Columbus.  Ohio, 
just  after  the  Dayton  flood,  to  work  on  a 
power  plant  in  that  city,  later  going  to 
Nashville  on  the  construction  of  the 
Nashville  steam  plant.  In  October,  1914, 
he  was  transferred  to  Chattanooga  as  as- 


William  Chamberlain  Heads 
Chicago  Utility 

William  Chamberlain,  vice-president 
and  general  counsel  of  the  United  Light 
&  Power  Company,  Chicago,  111.,  since 
1914,  was  elected  president  at  the  re- 
cent annual  meeting  of  directors.  He 
succeeds  Richard  Schaddelee,  resigned, 
who  was  elected  chairman  of  the  execu- 
tive committee.  Mr.  Schaddelee,  who 
was  one  of  the  organizers  of  the  United 
Light  &  Railways  Company,  predecessor 
of  the  United  Light  &  Power  Company, 
had  been  general  manager  since  1904 
and  president  since  1926. 


Changes  Announced  in 
Parkersburg  Division 

William  M.  Martin,  manager  of  the 
Parkersburg-Marietta,  W.  Va.,  division 
of  the  Monongahela-West  Penn  Public 
Service  Company,  resigned  on  June  1  to 
accept  a  position  with  a  large  electrical 
company  in  New  York  State.  Mr.  Mar- 
tin had  been  manager  of  the  Parkers- 
burg-Marietta division  since  October, 
when  he  succeeded  C.  Howard  Hardesty, 
now  assistant  to  Capt.  J.  M.  Alexander, 
who  is  assistant  to  the  president. 

James  H.  Trissler,  former  power  dis- 
tribution superintendent,  has  been 
named  acting  manager  of  the  division. 
He  became  an  employee  of  the  Parkers- 
burg, Marietta  &  Interurban  Railway, 
in  1909,  having  formerly  been  an  em- 
ployee of  the  old  West  Virginia  Tele- 
phone Company.  At  one  time  he  was 
connected  with  the  Kanawha  Traction  & 
Electric  Company. 


James  A.  Longley 

sistant  general  superintendent  of  the 
Tennessee  Power  Company  and  since 
that  time  has  been  identified  with  the 
local  utility  interests  in  that  city.  As 
manager  of  the  production  and  trans- 
mission department  of  the  Tennessee 
Electric  Power  Company,  Mr.  Longley 
has  been  responsible  for  the  vast  system 
of  transmission  lines  in  middle  and  east- 
ern Tennessee. 

Mr.  Longley  is  a  native  of  Massachu- 
setts and  received  his  engineering  edu- 
cation at  the  Massachusetts  Institute  of 
Technology.  After  leaving  college  his 
first  work  was  along  steam  heating  lines. 
Later  he  was  engaged  in  mining  engi- 
neering in  Arizona. 


Obituary 


W.  E.  Freir,  editor  of  the  Electric 
Raihvay  &  Tramway  Journal,  London, 
died  suddenly  in  a  railway  train  near 
Paris  when  he  was  on  his  way  back  to 
England  from  the  International  Tram- 
way Congress  in  Rome.  Mr.  Frier 
founded  the  Electric  Railway  &  Tram- 
way Journal  in  1899.  For  many  years 
prior  to  that  he  had  been  editor  of 
Ironmonger.  He  was  well  known  as  an 
English  journalist.  Mr.  Freir  was  80 
years  old. 


June  9,  1928 


ELECTRIC  RAILWAY  JOURNAL 


967 


«Tl 


Manufactures  and  the  Markets 


i^fat^te 


Public  Opinion  Within  Indus- 
try Will  Stop  Price  Cutting 

Industrial     associations     should     call     con- 
ferences of  buyers  and  sellers  to 
discuss  ethics  of  buying 

By  Earl  Whitehorne 

EXECUTIVES  of  American  in- 
dustry realize  today  that  they  have 
made  a  serious  mistake  through  the 
last  quarter  century.  They  have  allowed 
themselves  to  become  so  absorbed  in  the 
problems,  the  achievements  and  the 
fascinations  of  production  that  they  have 
neglected  distribution.  Our  methods  of 
distributing  our  goods  have  grown  by 
main  strength  and  awkwardness.  The 
American  business  man  faces  this  well- 
known  problem. 

Also  something  else  has  been  hap- 
pening that  has  not  been  generally 
noticed.  This  tremendous  increase  in 
production  has  brought  with  it  an  in- 
tense pressure  on  sales.  American 
industry  has  also  become  so.  engrossed 
in  selling  that  it  has  neglected  the 
efficiencies  of  purchasing.  Yet  for 
every  sale  there  must  be  a  purchase 
and  the  practices  and  the  policies  and 
the  principles  of  the  man  who  buys  have' 
as  much  influence  upon  the  success  of 
the  transaction  as  the  methods  and  the 
motives  of  the  man  who  sells. 

The  time  has  come,  therefore,  to  turn 
some  thought  upon  this  business  of 
buying  that  has  so  much  to  do  .with* 
whether  sales  are  profitable  or  "fiot." 
We  have  got  to  throw  the  -  seaFc-hlight 
on  tiie  present  status  of  the  purchasing 
function  in  industry  just  as  we  have; 
got  to  study  and  reform  the  process' of; 
distribution  in  this  country. 
-,  When  a  manufacturing  company 
enters  the  market  with  a  line,  its 
officials  set  a  schedule  of  prices  based 
on  their  costs,  which  iii  turn  are  regu- 
lated by  conipetitive  conditions.  If  the 
president  of  that  company  will  permit 
his  sales  manager  to  come  in  and  talk 
liini  into  .permitti:ig_a  price  cut  to  get 
some  big  order  and  the  salesmen  find  it 
out,  then  the  salesmen  will  everlastingly 
be  importuning  the  sales  manager  to 
let  them  cut  to  meet  another  bidder  on 
this  job  and  that. 

Price  cutting  is  not  the  salesman's 
fault.  It  is  the  fault  of  the  executive 
who  can  not  face  the  fact  that  the  only 
relief  in  a  market  demoralized  by  over, 
production  and  price  cutting  is  reduced 
production.  It  is  the  fault  of  the  ex- 
ecutive who  lacks  the  pluck  to  reduce 
his  output  rather  than  sell  at  a  loss. 
-  Manufacturers  will  have  to  ultimately 
face  the  economic  law  that  to  sell  at  a 
loss  is  waste  and  an  offence  against 
industry.  When  prices  fall  below  cost 
they  will  have  to  accept  their  individual 
responsibility  to  voluntarily  curtail  pro- 
dtiction  as  their  contribution  toward 
'  restoring  the  market  to  a  balance. 


Tiie  purchasing  agent  has  always 
been  the  red-headed  stepchild  of  indus- 
try. In  the  beginning  the  boss  did  the 
buying  in  odd  times.  Then  he  detailed 
a  young  man  to  help  him.  As  buying 
has  grown  in  volume  purchasing  agents 
have  become  more  important,  until  to- 
day in  many  progressive  corporations 
the  buying  is  done  by  a  vice-president 
with  an  able  staff,  and  he  is  a  big  mart 
with  a  broad  knowledge  of  markets  and 
men.  But  in  too  many  cases  the  pur- 
chasing agent  still  lacks  the  responsi- 
bility and  authority  he  needs  to  make 
his  job  measure  up  to  his  titular  func- 
tion. Too  often  he  is  just  expected  to 
buy  what  he  is  told  and  his  performance 
is  measured  by  his  ability  to  save  money 
on  price. 

As  one  large  buyei^  stated,  "There 
are  four  factors  in  every  purchase  that 
should  be  given  consideration  : 

1.  Suitability  to  the  need 

2.  Quality  of  the  article 

3.  Responsibility  of  the  vender 

4.  Price 

Price  is  only  one  of  the  elements  that 
must  be  weighed  in  establishing  a  value 
and  jt  should  not  be  considered  until  the 
otKer.  three  factors  have^been  established 
as  satisfactory."  Thisman.knows  what 
he  is  talking  about^ 

Therefore,  if  the  purchasing  agent  is 
to  contribute"  his  share  toward  "  over- 
coming this  practice  of_  price  cutting 
that' industry  is  "siiffering  from  and 
stewing  about  right  now,  he  must  face 
these  facts,  ■  and  facing  them  he  will 
brin^  new  dignity  to  his  profession  and 
new.  opportunity  to  himself.  He  must 
recognize  that  nothing  short  of  this 
ideal  relationship  between  the  seller  and 
the  buyer  is  really  efficient  and  profit- 
able. He  must  set  his  entire  operation 
as  nearly  as  possible  on  that  plane  and 
make  value,  not  price,  the  chief  objec- 
tive. He  must  study  the  cost  of  buying 
as  well  as  the  cost  of  goods. 


Exhibitograph  No.  1 1 


Inquiries  for  Space 

at  the 
BIG  A.E.R.A.  SHOW 

are  coming  in  continually 

Have  your 

Convention  Arrangements 

been  completed, 

Mr.  Manufacturer? 


There  are  four  things  to  be  done : 

1.  If  the  purchaser  would  demand  firm 
bids,  then  general  price  cutting  would  soon 
cease.  For  a  firm  bid  is  like  a  signed  order. 
It's  the  word  of  the  house.  It  puts  indusr 
try  on  the  one  price  basis  just  as  solidly 'as 
the  modern  department  store.  It  means 
that  a  price  made  is  the  best  and  final  price 
and  the  buyer  _  is  expected  to  place  the 
business  by  selecting  the  firm  bid  that  offers 
the  best  value — not  price  alone,  but  value. 

2.  While  this  practice  of  firm  bids  is 
crystallizing  into  a  custom,  whenever  bid- 
ders are  called  back  by  a  purchasing  agent 
and  asked  for  a  better  price,  let  the  bidder 
demand  that  the  other  bids  be  shown  to 
him,  so  that  he  will  know  that  he  is  not 
being  lied  to,  and  that  his  price  is  indeed 
high  for  equal  value. 

3.  While  the  trickery  of  baiting  bidders 
still  continues  in  the  world  of  business  let 
bidders  hold  post  mortem  comparisons  of 
bids,  by  submitting  their  bids  on  closed 
business  to  their  trade  associations  for  com- 
parison and  report. 

4.  Let  the  buyer  frankly  and  publicly 
proclaim  that  he  will  thereafter  shun  the 
man  who  cuts  his  price,  because  the  first 
price  is  supposed  to  represent  the  honest 
value  of  the  goods,  and  the  man  who  cuts 
stands  self -convicted  either  of  trickery  or 
weakness. 

Price  cutting  is  just  an  economic 
disease.  Immediate  relief  ,fcan  only  be 
sought  through  the  buildiftg  of  public 
opinion  among  buyers  and  sellers.  But 
the  only  way  there  is'  to  develop  public 
opinion  is  by  discussion  that  corrects 
loose  thinking  and  makes  clear  the 
moral  and  economic  principles  which 
all  men  desire  to  follow  once  they  are 
generally  understood  and  have  gained 
social  standing. 

This  calls  for  leadership  and  I  believe 
that  in  this  kind  of  a  situation  this 
leadership  can  best  come  from  two 
sources — the  industrial  associations  and 
the . indu.strial  press.  I,  therefore,  ofifer 
these  two  suggestions,  which  I  believe 
will  bring  more  immediate  influence  to 
the  correction  of  the  practice  of  price 
cutting  than  any  other  action  which 
might  now  be  attempted — 

1.  That  the  trade,  industrial,  and  business 
publications  of  the  country  promote  the 
widest  possible  discussion  of  the  economic 
inequity  of  price  cutting,  drawing  out  the 
opinions,  principles  and  practices  of  the 
leading  men  of  the  field  and  developing  a 
more  common  acceptance  of  the  truth  of  it 
and  a  more  general  adoption  of  these  simple 
resources  of  correction. 

2.  That  the  trade  and  industrial  associa- 
tions of  each  branch  of  industry  support 
this  purpose  by  calling  a  conference  of  the 
leading  purchasing  agents  of  the  group  to 
meet  with  a  representative  number  of  their- 
prominent  sales  executives,  for  a  discussion 
of  the  ethics  and  economics  of  this  busi- 
ness of  buying  to  the  end  that  trade  practice 
in  that  field  may  be  improved  both  in  sell- 
ing and  in  purchasing  in  so  far  as  price 
cutting  is  concerned. 

I  have  asked  a  good  many  sales 
executives  this  question,  when  they 
have  been  discussing  this  buyer  mar- 
ket— "What  is  your  own  purchasing 
agent  doing?  Is  he  buying  in  the  way' 
that  you  would  like  to  have  your  own 
customers  buy?  Does  he  foster  price 
cutting?" 

To  manv  of  them  it  has  been  a  new 


968 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No. 23 


slant  on  the  subject.  Yet  there  is  no 
single  influence  more  important  to  suc- 
cess in  sales  than  the  methods  and 
principles  of  the  man  who  buys.  It  is 
worth  while,  therefore,  for  the  sales 
minded  chief  executives  of  industry  to 
see  that  their  own  purchasing  methods 
are  right. 

♦ 

Signal  System  for  Pittsburgh 

Pittsburgh  Railways,  Pittsburgh,  Pa., 
has  ordered  materials  from  the  Union 
Switch  &  Signal  Company  for  installa- 
tion of  an  absolute  permissive  block 
signal  system  on  its  single-track  line 
between  Mine  No.  3  and  Tylerdale,  a 
distance  of  20  miles.  The  power  for 
this  installation  will  be  supplied  from 
three  substations  over  a  2,200-volt 
single-phase  transmission  line.  The 
work  involves  58  color  light  signals,  60 
impedance  bonds,  180  a.c.  relays,  95 
transformers,  and  automatic  substation 
panels  by  which  power  is  fed  from  re- 
serve substations  in  case  of  failure  of 
the  normal  source. 


Order  Exhibit  Extras  Now 

Hardwood  and  wicker  furniture, 
oriental  and  domestic  rugs,  flowers, 
plants  and  floral  decorations,  drinking 
water,  compressed  air  and  current  will 
all  be  available  at  the  A.E.R.A.  Con- 
vention. To  avoid  the  last  minute  rush, 
Director  of  Exhibits  Fred  Dell  advises 
that  the  order  blanks  for  the  above- 
mentioned  service  be  filled  in  and  re- 
turned to  the  exhibit  committee  as  soon 
as  possible.  All  exhibitors  have  been 
furnished  with  these  blanks.  Where  a 
choice  in  quality  is  to  be  had  such  as  in 
furniture,  rugs  and  flowers,  there  is  a 
decided  advantage  in  ordering  early. 


New  Track  in  Worcester 

Work  will  be  started  soon  by  the 
Worcester  Consolidated  Street  Railway, 
Worcester,  Mass.,  on  the  reconstruc- 
tion of  3,154  ft.  of  track  on  Grove 
Street,  from  Chadwick  Square  to  the 
Walker  Ice  House,  Worcester,  Mass. 
The  following  material  will  be  used :  97 
tons  of  rail,  1,600  ties,  105  Thermit 
joints,  3,154  tie  plates,  535  fiat  tie  rods 
and  21  kegs  of  spikes  at  a  cost  of 
$20,284.80. 

Work  was  started  about  June  1  on  the 
renewal  of  a  switch,  mate,  frog  and  lead 
rails  and  the  reconstruction  of  100  ft. 
of  track  on  Vernon  Street  at  T.O.  near 
St.  Vincent's  Hospital.  The  following 
material  will  be  used:  one  complete  end 
of  a  turnout,  130  ties.  3  tons  of  7-in. 
girder  rail,  100  tie  plates,  18  tie  rods, 
2  kegs  of  spikes,  200  yds.  of  paving  and 
40  bonds  at  a  cost  of  $2,771.42. 

Renewal  of  a  switch  and  mate  at  T.O. 
86  on  Franklin  Street  near  the  B.  &  A. 
freight  depot  and  also  the  installation  of 
a  new  solid  manganese  steel  crossing 
over  the  tracks  of  the  B.  &  A.  Railroad 
near  the  Graton  &  Knight  tannery  at  a 
cost  of  $2,400,  are  planned  in  the  near 
future. 


METAL,   COAL      AND   MATERIAL  PRICES 
F.  O.  B.  REFINERY 

June  5, 

Metals— New  York  1928 

Copper,  electrolytic,  cents  per  lb 14.525 

Copper  wire,  cents  per  lb 16.  625 

Lead,  cents  per  lb 6 .  30 

Zinc,  cents  per  lb 6.475 

Tin,  Straits,  cents  per  lb 49.25 

Bituminous  Coal,  f.o.b.  Mines 

Smokeless  mine  run,  f.o.b.  vessel,  Hampton 

Roads,  gross  tons 4.2 

Somerset  mine  run,  f.o.b.  mines,  net  tons ...  1 .  825 

Pittsburgh  mine  run,  Pittsburgh,  net  tons.  -  1 .  775 

Franklin,  111.,  screenings,  Chicago,  net  tons  1 .  70 

Central,  111.,  screenings,  Chicago,  net  tons. .  1 .  55 

Kansas  screenings,  Kansas  City,  net  tons. . .  2 .  50 

Materials 

Rubber-covered  wire,  N.  Y.,  No.   14,  per 

1,000ft •  5.  J 

Weatherproof  wire  base,  N.Y.,  cents  per  lb.  17.  125 

Cement,  Chicago  net  prices,  without  bags . .  2. 05 

Linseed  oil  (5-bbl.  lots)  N.  Y.,  cents  per  lb.  10. 8 
White  lead  in  oil  (lOO-Ib.  keg),  N.  Y.,  cents 

perlb 13.75 

Turpentine  (bbl.  lots) ,  N.  Y.,  per  gal $0.61 


amount  about  $11,000  will  be  spent  on 
curveouts,  switches  and  other  intersec- 
tion equipment. 

Pacific  Gas  &  Electric  Company, 
San  Francisco,  Cal.,  is  inquiring  for 
poles. 


Chicago  "L"  Terminal  Started 

Construction  work  is  now  under  way 
on  a  new  $50,000  terminal  station  at 
Logan  Square,  which  is  being  erected 
by  the  Chicago  Rapid  Transit  Com- 
pany, Chicago,  111.,  The  exterior  of  the 
terminal  will  be  in  white  terra  cotta 
with  old  English  style  mission  brick 
panels.  The  interior  will  be  finished 
with  art  marble  wainscoting  throughout 
and  the  floors  will  be  of  terrazzo. 

Platform  facilities  at  Adams  and 
Wabash  station  in  the  Loop  are  being 
increased  by  widening  the  south  end  of 
the  outer  platform  from  10  to  14  ft. 
and  extending  canopies  a  total  of  176 
ft.  at  the  north  ends. 


Track  and  Terminal  for  Trenton 

Trenton  &  Mercer  County  Traction 
Corporation,  Trenton,  N.  J.,  will  lay  a 
double  track  on  Perry  Street,  from 
Broad  to  Warren  Streets  and  new 
tracks  on  North  Warren  Street.  The 
company  also  will  shortly  have  plans 
drawn  for  a  terminal  on  Perry  Street. 
The  total  improvements  will  cost  about 
$250,000. 


ROLLING  STOCK 

Houston  Ei.kctuic  Railway,  Hous- 
ton, Texas,  has  ordered  four  urban  type 
coaches  from  the  Twin  Coach  Cor- 
poration. 

Milwaukee  Electric  Railway  & 
Light  Company,  Milwaukee,  Wis.,  has 
received»five  urban  type  Twin  Coaches. 

St.  Louis  Pudlic  Service  Company, 
St.  Louis,  Mo.,  has  purchased  four 
urban  Twin  Coaches. 

United  Electric  Railway,  Provi- 
dence, R.  I.,  has  ordered  one  gas-electric 
Twin  Coach  from  the  Twin  Coach  Com- 
pany, Kent,  Ohio. 

TRACK  AND  LINE 

Omaha  &  Council  Bluffs  Street 
Railway,  Omaha,  Neb.,  will  spend  ap- 
proximately $26,000  in  track  improve- 
ment   on    Twentieth    Street.      Of    this 


SHOPS  AND  BUILDINGS 

New  York,  New  Haven  &  Hart- 
ford Railroad,  New  Haven,  Conn., 
plans  a  power  plant  at  New  London, 
Conn. 

St.  Louis  Electric  Terminal  Rail- 
way, St.  Louis,  Mo.,  plans  a  terminal 
and  freight  building  to  cost  about 
$1,000,000. 

Puget  Sound  Power  &  Light  Com- 
pany, Seattle,  Wash.,  has  received  a 
permit  for  a  switching  station. 

Hartford  Electric  Light  Company, 
Hartford,  Conn.,  plans  to  purchase  and 
install  $200,000  worth  of  equipment  to 
supply  5,000  kw.  of  additional  power  to 
the  Connecticut  Company,  New  Haven, 
Conn.  The  contract  was  signed  on 
May  28. 


TRADE  NOTES 

George  F.  Schlesinger,  director  of 
highvvays  of  the  state  of  Ohio,  has  re- 
signed his  position  effective  June  IS, 
1928,  and  will  become  chief  engineer  and 
managing  director  of  the  National  Pav- 
ing Brick  Manufacturers'  Association 
on  July  1,  1928.  The  headquarters  of 
the  association,  which  are  now  in  Chi- 
cago, will  be  moved  to  Washington, 
D.  C. 

Ingersoll-Rand  Company,  General 
Electric  Company  and  the  American 
Locomotive  Company  have  received  an 
order  to  build  jointly,  three  300-hp.  oil- 
electric  locomotives  for  the  Ashland 
Division  of  the  American  Rolling  Mill 
Company. 

Baker  &  Spencer,  New  York,  on 
June  1,  moved  to  17  Battery  Place,  New 
York  City. 


ADVERTISING  LITERATURE 

Perey  Manufacturing  Company, 
New  York,  N.  Y.,  has  issued  a  folder 
entitled  "How  to  Keep  Out  of  Red 
Ink,"  descriptive  of  Perey  turnstiles. 

Heywood- Wakefield  Company, 
Boston,  Mass.,  has  published  a  bus  seat 
catalog  illustrating  a  number  of  new 
ideas  in  bus  .seat  construction  including 
views  of  actual  installations  made. 

Mitsubishi  Electric  Engineering 
Company,  Japan,  has  issued  Catalog 
C-166  on  door  engines.  The  descriptive 
matter  is  all  in  Japanese. 

Sangamo        Electric        Company, 
Springfield,  III.,  has  published  Bulletin  | 
No.  75  on  its  Type  HB  maximum  de- 
mand register. 


June  9, 1928 


ELECTRIC  RAILWAY  JOURNAL 


19 


When  the  Light  Turns 
Red  and  Traffic  Stops 

then  your  car  needs  a 

PEACOCK  STAFFLESS  BRAKE 

Speed  and  4-wheel  brakes  distinguish  1928  autos.  Im- 
patient drivers  try  to  beat  traffic.  Some  of  these  lads  with 
their  classy  sport  models  are  quick,  on  the  trigger.  They've 
got  brakes  that  act  quick.  It's  fun  for  the  fellow  with  his 
toe  on  the  accelerator,  but  tough  on  the  motorman. 

Expecting  to  cross,  he  lets  her  roll — the  green  flashes  red. 
STOP!  Maybe  your  air-brake  rigging  is  loose — or  power 
goes  off.  What  happens?  Nothing,  if  your  car  has  Peacock 
Staffless  Brakes — for  they  have  a  braking  capacity  of  three 
times  that  of  the  ordinary  hand  brake  and  a  chain-winding 
capacity  of  144  inches.  They  are  dependable  in  emergency. 

If  you  have  watched  the  quick  stopping  of  the  new  4-wheel 
brake  autos,  then  you  may  have  realized  the  need  of  Peacock 
Staffless  Brakes  on  your  cars.  They  are  standard  on  prac- 
tically all  modern  cars.  May  we  send  you  some  interesting 
facts  about  the  Peacock  Staffless? 


I 


National  Brake  Company,  Inc» 

890  Ellicott  Square  Buflfalo,  N.  Y. 

Canadian  Representative: 
Lyman  Tube  8C  Supply  Co.,  Ltd.,  Montreal,  Canada 


20 


ELECTRIC  RAILWAY  JOURNAL 


June  9, 1928 


June  9,  1928 


ELECTRIC  RAILWAY  JOURNAL 


21 


Many  electric  railways 
have  enthusiastically  en- 
dorsed  the  three  seats 
shown  here.  The  8M5 
Special  is  a  de  luxe  inter' 
urban  type  with  spring- 
filled  seats  and  backs. 


The  8N5-B  has  our  new 
cut' in' back  feature  which 
provides  more  patron 
comfort,  yet  saves  space. 
The  55'P  Special  is  a 
deep,  comfortable  de  luxe 
type,  popular  for  bus  use. 


No.  55-P  Special 

The  Right  Seat  for  Every  Purpose ! 

THAT  is  what  you  can  find  in  the  Heywood' Wakefield  line.  It  comprises  every 
accepted  type  of  car  and  bus  seating  —  from  the  sturdy,  serviceable,  rattan  type 
to  the  deep,  luxurious  interurban  styles,  similar  to  No.  55'P  Special  shown  above. 
There  are  seats  purposely  designed  to  increase  capacity  by  saving  space,  seats  designed 
to  assure  individual  comfort  by  means  of  divided  backs,  and  seats  that  bring  to  the  elec' 
trie  railway  all  the  comfort  of  pullman  service.  Our  new  catalogue  shows  these  seats 
and  describes  them  in  detail.     We  will  be  pleased  to  mail  you  a  copy  upon  request. 

HEYWOOD^ WAKEFIELD  COMPANY 

Wakefield,  Massachusetts 

516  West  34th  St.,  New  York  City  439  Railway  Exchange  Bldg.,  Chicago,  111. 

J.  R.  Hayward,  Liberty  Trust  Bldg.,  Roanoke,  Va.       A.  W.  Arlin,  Delta  Bldg.,  Los  Angeles,  Calif. 

H.  G.  Cook,  Hobart  Bldg.,  San  Francisco,  Calif.        The  G.  F.  Cotter  Supply  Co.,  Houston,  Texas 

The  Railway  and  Power  Engineering  Corporation 

133  Eastern  Ave.,  Toronto;  Montreal;  Winnipeg,  Canada 


22  ELECTRIC  RAILWAY  JOURNAL 

<.MIIIIIIIIIIIIIIillllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllll'> 


June  9, 1928 


CIRR 


In  Papua   a   warrior's  standing  is  determined   by  the  S 

number  of  siculls  he  inherits.  = 

Each  skull  (cirr)  represents  an  enemy  killed  and  eaten.  ~ 

It's   a  gruesome  exhibit  of  a   predecessor's  idea    (not  s 

his  own)   of  the  right  thing  to  do.  3 

Our  reaction  to  this  is  the  same  as  when  an  operator  ^ 

tells  us  that  the  cannibal  brushes  he  uses  were  chosen  S 

by  his  predecessor.     He  is  simply  losing  out  on  the  S 

judgment  of  someone  else.  Z 

We  call  such  brushes   cannibal  brushes  because  they  s 

eat  themselves  up  on  a  job  where  smooth  Morganites  5 

eat  neither  themselves  nor  the  commutator.  ^ 

Morganites  don't  demand  their  pound  of  flesh.  5 


S                                    Main  Office  and  Factory  — 

5            3302-3320  Anable  Aye.,  Long  Island  City,  N.  Y.  = 

S                              DISTRICT  ENGINEERS  AND  AGENTS  = 

5  Pitttburgh,  Electrical  Engineering  dt  Mfg.  Co.,  909  Penn  Ave.  2 

S  Cincinnati,    Electrical    Engineering    &    Mfg.    Co.,    607    Mercantile  — 

2              Library  Building.  Z 

S  Clavttand,  Electrical  Engineering  &  Mfg.  Co.,  320  Union  Building.  E 

S  Baltimore,  O.  T.  Hall,  Sale«  Engineer,  432  North  Calvert  St.  E 

S  Ptoere,  Matt.,  J.  F.  Drummey,  75  Pleaiant  Street.  — 

E  Lot  Angtle;  Electrical  Engineering  Sales  Co.,  502  Delta  Bldg.  E 

5  San  Francitco,  Electrical  Engineering  Sal«  Co.,  222  Underwood  Bldg.  E 

S  Toronto,    Can.,   Railway  &  Power   Engineering   Corp.,  Ltd.,   133  ~ 

^              Eastern  Ave.  Z 

S  Montreal,  Can.,  Railway  Ik  Power  Engineering  Corp.,  Ltd..  68-70  Z 

S              St.  Antoine  St.  Z 

—  Winnipeg,  Can.,  Railway  &  Power  Engineering  Corp.,  Ltd.,  P.  O.  S 

S              Box  325.  — 

^UIIIIIIMIIIMIIIIIIIIIMMIIIIIIIIIIMIIIMIIIIIIIIII Mlllllllllllllinr- 


JbJrick'Paved  Track 
Areas  Keep  Down 
Expenses  and  allow 
Uninterrupted 

Schedules 


National  Paving  Brick 

Manufacturers   Association 

332  S.  Michigan  Ave., 

Chicago 

VITRIFIED 

BRICK  PAVEMENTS 

FACE    THE    FUTURE— PAVE    WITH    BRICK 


June  9,  1928 


ELECTRIC  RAILWAY  JOURNAL 


23 


Mutual  Sen/ice 


To  the  manufacturers  and  distributors  of 
America  and  the  street  railway  systems  that 
transport  the  millions  of  America's  potential 
buyers,  Collier  offers  a  mutual  service. 

This  service  has  brought  the  street  railway  riders 
in  thousands  of  cities  and  towns  throughout  the 
country  to  look  upon  car  cards  as  extremely  useful 
and  pleasing  features  of  up-to-date  street  car  serv- 
ice. It  has  given  national  and  local  advertisers  a 
medium  thru  which  they  can  get  their  messages  to 
selected  territories  easily,  economically  and  con- 
vincingly. 

Our  business  is  one  of  service — service  to  the  street 
railway  industry,  service  to  America's  national  and 
local  advertisers,  service  to  the  millions  of  people 
who  daily  ride  on  street  cars. 


CANDLER  BUILDING, 
NEW  YORK,  N.  Y. 


24 


ELECTRIC -RAILWAY  JOURNAL 


June  9, 1928 


Bates  ^Truss  Poles 
for  Trolley  Suspension] 

MODERN  transportation  demands 
modem  methods.  The  Bates'Truss 
Pole  is  the  solution  of  trolley  suspension 
problems.  The  general  tendency  of  elec' 
trie  railways  toward  the  increased  use  of 
Bates'Truss  Poles  is  significant  in  these 
days  of  high  costs  and  keen  transportation 
competition. 

Structural  simplicity,  combined  with  lasting 
strength  and  fine  appearance,  makes  the 
Bates'Truss  Pole  ideal  for  all  forms  of  over- 
head construction.  Let  us  quote  you  on 
poles,  structures  or  towers. 


IdI  ates||lpanaM|teel  Ik-uss  (p. 
EAST    CHICAGO,  IND. 


Provideifercfe/S 

Accd^tion  ofBxiffic 


"■^ 


'-.m 


Automatic  signals,  Interlocking  installations  and  Power| 
operated   remotely   controlled   switches   are   being   used! 
economically  for  safe  acceleration  of  traffic,  by  provid- 
ing proper  spacing  of  cars,  and  eliminating  unnecessary! 
stops. 

Highway  Crossing  Protective  devices  are  a  dependable 
insurance  which  soon  pay  off  the  investment.  p 

Our  specialists  at  your  service  without  obligation.  j 


M 


rji 


S  ^  ?inion  ^bittt)  &  Signal  (to.  ^ 


SWISSVALE,  FA. 


June  9, 1928 


ELECTRIC  RAILWAY  JOURNAL 


25. 


wdl  htidged 


Suspended  high  over  rivers  and  canyons,  highways  of 
steel  and  stone  successfully  overcome  great  natural 
obstacles — gaps  that  hinder  progress  from  one  center 
to  another.  They  are  built  when  the  demand  for  rapid, 
positive  communication  becomes  imperative. 

This  paper  is  a  bridge  on  the  highway  of  business, 
created  by  insistant  demand  for  news  and  ideas.  It 
establishes  a  direct  route — a  positive  means  for  the 
intercommunication  of  ideas  between  the  scattered 
branches  of  your  industry. 

Being  direct,  it  assures  rapid  distribution  of  ideas,  a 
means  for  keeping  abreast  of  developments.  Being  a 
member  of  the  A.  B.  P.,  it  guarantees  you  the  best, 
most  reliable  information  both  editorially  and  in  the 
advertisements  which  it  carries. 

Take  the  shortest  and  best  route  to  up-to-the-minute 
news.  This  A.  B.  P.  paper  leaves  no  gap  in  supplying 
information  which  is  helpful  to  you  in  the  conduct  of 
your  business. 

THE  ASSOCIATED  BUSINESS   PAPERS,   Inc. 
Executive  Offices:  220  West  42nd  St.,  New  York,  N.  Y. 


A 


B 


/In  association  of  none  but  qualified  publications  reaching  the  principal 
fields  of  trade  and  industry. 


f> 


26 


ELECTRIC  RAILWAY  JOURNAL 


June  9, 1928 


iiniimimiiiiiiiiiiiiniiMiiuiiiniiiiHiiiimiMiimiiinmimiiiMnimiiiHiiiiiimiiiiiiiiMiimiimiiiiniiiimimniiiHiinmniiiiiim 


Clean  cars, 

like  clean  windows, 

build  business 

"W'EARS  ago  merchants  learned  that  clean 
■*•  attractive-looking  show  windows  pay. 
Today  street  railway  operators  are  finding 
that  the  same  thing  holds  true  for  their 
equipment.  A  clean  car  invites  patronage, 
creates  good  will,  builds  business. 

The  ever-growing  number  of  companies  who  are 
cleaning  the  Oakite  way  will  tell  you  so.  They 
know  they  can  depend  on  Oakite  materials  for 
cleaning  cars  thoroughly.  Also  quickly  and  easily 
Complete  information  is  contained  in  "Cleaning  in 
Railroad  and  Car  Shops" — a  booklet  that  every 
street  railway  maintenance  man  should  have.  Write 
for  it  today. 

Oakite  Service  Men.  cleaning  apecialista,  are  located  in 
the  leading  induatrial  centers  of  the  V.  S.  and  Canada 

Manufactured  only  by 
OAKITE  PRODUCTS,  INC.,  28B  Thames  St..  NEW  YORK,  N.  Y. 

OAKITE  I 

Industrial  Cleaning  Materials  and  Methods    | 

liiiniiiMiiHiiiMiiiiiiiimiiiiiirimiimiiiMiiiiiMiiiiiiiimiiMiiiiiiiiiimiiiiiiiiiiiiiimimimiiiiiiiMmiimiiiuimiiiitnmiin 
anmmiimimiiiMiiiiiiiimiiiiiuiiiiimiiiiiiiiiiiiiiiiiuiiitiiiiiiiiiiiiimiiiitiiiiiiiiiiiiiiiiiiHiiiiiimiiiiiwiiiii^ 


RIGHT  ON  YOUR  DESK— Just  the  data 
you  want! 


Electric  railway  executives. 
eng-iiieers  and  operating-  men 
have  lonp  respected  Richey's 
ELECTRIC  RAILWAY  HAND- 
BOOK as  the  one  great  pocket- 
book  of  practice  data,  form- 
ulas and  tables  in  the  electric 
railway  field.  It  covers  every 
phase  of  electric  railway  work 
from  Roadbed  and  Track  to 
Sigrnals  and  Communication. 

Richey's 

Electric  Railway 
Handbook 

Second  Edition 

798      pages,      pocket-size,      ftesible, 

illustrated.     (4.00   postpaid. 
It  presents 

(1)  Data  Ml  subjects  which  come  up 
hi  everyday  electric  railway 
practice  for  constant  use  by 
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technical  manager  or  operator. 

{ 3 }    Reference    material    on    electric 
railway   practice  for   those   who 
are     specializing     in     other    or 
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Information  every  electric  rail- 
way  man  needs — best  methods 
— chang-es      in      practice      and 
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See    your    copy    FREE 
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I      1      You    may    send    me   on    10    days'    approval    RICHEY'S    ELECTRIC    RAILWAY  I 

=      i     HANDBOOK.    $4.00    net.      I    agroe   to  pay   for  the  book  or   return  it   postpaid  S 

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"^      =  E.    6-9-28  S 

?.Hiiiiiiitiiii iiiiiiiiiiniiiniiiiiiniiiiiitiiiiiiiiiiiiriiiniiiiiiiiiiiniiiiniiiiMiiiiinniiiiiiiiitiiiiiiiiiiMiiiniiniiiiiiiiiiiiiiiiiiiiuiiiiiiff 

iiiiiiiiiiiiiiniiiimiiiniiMiiiiiiiiiiniiiiiiiMiiiiiniiuiiniiiniHiiiiiiiiiiiiiiitiiiniiiniuiiiiiiiiiiitiiiiiiiiiiiHiiiiiiiiiiimimiiiiimiiiiiP' 

ELRECO  TUBULAR  POLES 


Johnaon  Slectric  Fare  Boxea  and  overhead  regiitera  = 

make  possible  the  instantaneous  registerinK  and  count-  | 

ing  of  every  fare.     Revenues  are  increased  li  to  5%  i 

and  the  efficiency  of  one-man  operation  is  materially  = 

increased.     Over  4000  already  in  use.  | 

When  more  than  two  coins  are  used  as  fare,  the  Type  D  i 

Johnson    Fare    Box    is    the    best    manually    operated  | 

registration  system.    Over  50,000  in  uae.  e 

Johnson  Change-Makers  are  designed  to  function  with  = 

odd  fare  and  metal  tickets  selling  at  fractional  rates  | 

It  ii  possible  to  use  each  barrel  separately  or  in  groups  = 

to  meet  local  conditions.    Bach  barrel  can  be  adjusted  = 

to  eject  from  one  to  five  coins  or  one  to  six  tickets.  | 


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CatkloK  complete  with  anglneerlnc  <tal*  wnt  on  requeat 

ELECTRIC   RAILWAY   EQUIPMENT  CO. 
CINCINNATI,  OHIO 

New  York  Oty.  30  Church  Street 
jimiiHiiiiiiiiiiiiiiimiiiHmmiimiiiiiiiiiHiiimiKiiiiiiiiiiiiiiiMiiiiiiitiiiiiiiiiiiiiiiiiiiuiii iiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiii 


nniitiiiiiiiiiiiriiiiiiiiiiiniuiiimiimiiHiiiimHiuii 


Johnson  Fare  Box  Co. 

48i9  Ravenawood  Ap:,  Chiem^m,  lU.  | 

!«ilinifiiHMiiHHii)iiHrinMmillHilluiiimnrMiHiiHiniiiiiMiniMtMuniiiMtiMiHiii(niiiuimiitiiiHiiMMiiniit(iiiniiiiiiiniiiiiiitiiiitf: 


Boyerized  Parts: 


Brake  Plni) 
Brake    IlanKert 
Brake  levers 
Pedestal   Clbi 
Brake  Fulcrumi 
Turnhuckles 

('aseHuriluned  BuHtilntid 
Center  Bearings 
Side   Besrtngi 


Spring   Post  Btislilngt 
Spring   Postii 
Bolster  and  Transom 

Cliaflng  Plates 
Manganese  Brake  Heads 
Manganese  Truck  Parts 
Korglnijn 
Bronze  Bearing! 
McArtliur   Tiirtiliucklei 


Trolley  Pinti 
Can    be    parchased    thrnusli    the    following 
repreaentativeft : 
F  F.   Bodler, 

903    Monadnock   Bldg..   San   Francisco.   Cal. 
W,    F.    McKenney. 

5  4  First  Street,  Portland,  Oregon. 
J.   H.  Denton. 

1328   Broadway,  New  York  Ctty.   N.   T. 
A.   W.   Arlln. 

519    Delta  Bldg.,   Los   Angeles,   Cat. 

Betnis   Car   Truck   Company 

Springfield,  Mass. 

:iriiii iiiiiiHMiiuiiiHiiiiiiiniiiiiiuiMiiiiiiiiiniii(MiiiiniiiiiiiiHiiiniimiiiiiiiiiUfiiiiiiliHiuuilctiiiiiiHiiiiiiiiuii(Miiuuiiiiliiu0 


I 


June  9, 1928 


ELECTRIC  RAILWAY  JOURNAL 


27 


Where  other  ties 
might  fail  ♦  ♦  use 
Prettyman 
Preserved  Ties 
with  Confidence 


UNDER  the  pavement,  deep  into  dank, 
musty  earth,  exposed  to  moisture,  termites 
and  fungi  .  .  .  What  ties  could  you  expose  to 
such  conditions,  confident  that  many  years  would 
not  undermine  unyielding  resistance  to  merciless 
mechanical  grind?  ^Several  kinds  might  ren- 
der such  service.  ^The  South  Carolina  Power 
Co.  chose  Prettyman  Preserved  Ties  for  the  job 
at  the  left — creosoted  in  the  most  complete  and 
modern  wood  preserving  plant  on  earth. 


Creosoted 
Railroad  Cross-ties;  Switch 
Tics;  Bridge  Timbers;  Con- 
struction Timbers;  Mine 
Timbers;  Lumber  Piling; 
Poles;  Posts  and  other 
Forest  Products 


Jf  Prpltif man  &  Sons 

Vood  Prexervind  Plant 
Charleston,    S  C. 


Hiim iiimiiiiiii uiiiiiiiiiiiiiiiJiiii mm mmimmumiimiim Mil mi mimimimimmiimiiis    i" ' ' " '"""" ' """" """ "unimiiiiiiii iimiiiiiii. nimmimiiitir^ 


COLUMBIA 


I   Railway  Supplies  and  Equipment 


Machine  and 
Sheet  Metal  Work 

Forgings 

Special  Machinery 

and   Patterns 

Grey  Iron  and 
Brass  Castings 

Armature  and 
Field  Coils. 


The  Columbia  Machine  Works  and  M.  I.  Co. 
265  Chestnut  St.,  cortier  Atlantic  Av*., 
Brooklyn,  New  York 


STANDARD 

^^^ 


steel  Axll^Sl^^lrin^s 

Armature  Shafts 
Rolled  St-eel  Wheels 

STANDARD  STEELWORKS  COMPANY 

PHILADELPHIA,  PA. 
BRANCH    OFFICES 

CHICAGO    NEWYORK    PORTLAND   SAN  FRANCISCO   STLOUIS 
PITTSBURGH   HOUSTON    RICHMOND  STPAUL  MEXICO  CITY 

works:  burnham.pa. 


imiMimitdMiiiiuiiiKHiiiiiiiiiiiiiiiimiiiiiiMiiiiiiiiiimiimiiiiimiiiiiiiiiMiiiiMiiiinMiiiMMiMiniMimiiiinmiiMiii  '>»•" 


IIIMillltllltlHtltllltllllllltlMIIHIIIMIIIIIItMlllimillllllllllllllllllltllHIIHIIHIIIIIHintlltlllllllllln 


28 


ELECTRIC  RAILWAY  JOURNAL 


June  9, 1928 


ng  at^k^ers  a^  ;^ixgitve  er3 


incorporate? 

Engineers 

115  Broadway,  New  York 
PHILADELPHIA  CHICAGO  SAN  FBANCISCO 


The  J.  G.  White 
Engineering  Corporation 

Engineers — Constructors 

Oil  Refineries  and  Pipe  Lines,  Steam  and  Water  Power  Plants.  Transmlaslon 
Systems,  Hotels,  Apartments,  Office  and  Industrial  Buildings,  Railroads. 


43  Exchange  Place 


New  York 


STONE  &  WEBSTER 

Incorporated 

Design  and  Construction 

Examinations     Reports     Appraisals 

Industrial  and  Public  Service  Properties 


mw   TORK 


BOSTON 


CHICAOO 


Sanderson  &  Porter 

ENGINEERS 
PUBLIC  UTILITIES  &  INDUSTRIALS 


DMiin 


Exominatlona 


CHICAeO 


CoDBtructlon 
Beporta 

NEW  YORK 


Hanacement 
Yaluatloni 


BAM  FBANCISCO 


ALBERT  S.  RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER,    MASSACHUSETTS 

IUI>ORTa-  APPRAISALS  •  RATKS  •  OPERATION  ■  SCRVICB 


C.  B.  BUCHANAN 
Prmldcnt 


JOHN  F.  I,AYNO 
Vice-President 


W.  H.  PRICB,  JB. 

BUCHANAN  &  LAYNG  CORPORATION 

Engineering  and  Management,  Construction 
Financial  Reports,  Traffic  Surveys 
and  Equipment  Maintenance 
BALTIMORK 
1004  CItixens  National 
Bank  Bids. 


Phone : 
Hanover:  2142 


NEW  TOBK 

49  Wall  Street 


HEMPHILL  &  WELLS 

CONSULTING  ENGINEERS 

Gardner  F.  Wells  Albert  W.  Hemphill 

A  PPR  A  ISA  LS 

INVESTIGATIONS  COVERING 

Reorganization       Management       Operation       Construction 

43  Cedar  Street,  New  York  City 


KELKER,  DeLEUW  &  CO. 

CONSULTING  BNGINBBRS 

REPORTS  ON 

Operating  Problems  Valuatiom  Traffic  Surreyt 

111  W.  Waihington  Street,  Chicago,  111. 


E.  H. 

FAILE  &  CO. 

Designers  of 

Garages —  Service  Buildings- 

-  Terminals 

441  LDXINaTON  ATE. 

NBW  TOEK 

THE  BEELER  ORGANIZATION 

Transportation,  Traffic,  Operating  Surveys 

Better  Service — Financial  Reports 

Appraisals— Management 

52  Vanderbilt  Ave.  New  York 


Engelhardt  W.  Holst 

Consulting  Engineers 

Appraisala  Reports  Rates  Service  InvestiKatlon 

Studies  on   Financial   and  Physical   Rehabilitation 

Reorganization    Operation     Management 

683  Atlantic  Ave.,  BOSTON,  MASS. 


BYLLESBY 

ENGINEERING  AND 

MANAGEMENT  CORPORATION 

231  S.  La  Salle  Street,  Chicago 


New  York 


Pittsburgh 


San  Francisco 


DAY  &  ZIMMERMANN.  Inc. 

ENGINEERS 

Design   -  Construction    -   Reports 

Valuations  -   Management 

NEW  YORK              PHILADELPHIA                Chicago 

WALTER  JACKSON 

Consultant  on  Fares  and  Motor  Buses 

Tha  Weekly  and  Sunday  Pass — Differential 

Fares — Ride   Selling 

Holbrook  Hall  5-W-3 

160  Gramatan  Ave.,  Mt.  Vernon,  N.  Y. 


McGLELLAN  &  JUNKERSFELD 

Incorporated 

Engineering  and  Construction 

Examinations — Reports — Valuations 
Transportation  Problems — Power  Developments 

68  TRINITY  PLACE  NEW  YORK 


THE  P.  EDWARD  WISH  SERVICE 

50  Church  St.  Street  Railway  Inspection  131   State  St. 

NEW  YORK  detectives  BOSTON 


Wbeo  writing  the  advertiser  for  Information  or 

prices,  a  mention  ot  the  Electric  KaUwar 

Journal  would  be  appreciated. 


f 


June  9,  1928 


ELECTRIC  RAILWAY  JOURNAL 


29 


^iiiimiiiiiiiiMiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiniiiiiiiiiiiiiiHiiiiiiiitiiuiiiiHiHiiimiimiiiniiiiiiiiiiiimiiiiiiiiiiniiiiiiiniiiiiiu^ 

THE  BABCOCK  &  WILCOX  COMPANY 


Builders  since  1868  of 
Water  Tube  Boilers 
of  continuing  reliability 

BRANCH  OFFICES 
ATi^NTA,  Candler  Building 
Boston,  80  Federal  Street 
Chicago,  Marquette  Building 
Cincinnati,  Traction  Building 
Clkvhland,  Guardian  Building 
DAii,AS,  Texas,  Magnolia  Building 
Denver,  444  Seventeenth  Street 
Detroit,  Ford  Building 
Houston,  Texas,  Electric  Building 
Los  Angeles,  Central  Building 
New  Orleans,  344  Camp  Street 


85  Liberty  Street,  New  York 

Makers  of  Steam  Superheaters 
since  1898  and  of  Chain  Grate 
Stokers    since    1893 


WORKS 
Bayonne,  N.  J. 
Barberton,  Oblo 


BRANCH  OFFICES 

Philadblphia,  Packard  Building 
Phoenex,  Ariz.,  Heard  Building 
Pittsburgh,  Farmers  Deposit  Bank  Bulldlnc 
PORTUAND,  Ore.,  Failing  Building 
Salt  Lake  City,  Kearns  Building 
San  Francisco,  Sheldon  Building 
Seattlb,  L.  C.  Smith  Building 
Honolulu,  T.  H.,  Castle  &  Cooke  Building 
Havana,  Cuba,  Calle  de  Agular  104 
San  Juan,  Porto  Rico,  Royal  Bank  Building 


illiiiiiiiiiiilliniiiiiiijiiiuiiitiiiiiiiiiiiii riiiiiiiiiriiiiiiiiiiiimiuiiruiiiiliiiiiii niiiiiilllliiiiiiiiiinilillllliliiililliniiiiiiin iiiiuiiiliuiiiniiiliiiililll iiiriiiiriii iiiiiiiiiiiriiiiiiiriiiiii iiiiiiiiniiiiiliiiiiiiiinii iiiiiiiillllllillilillliiliiillii 


Two  Heads  Are 
Better  Than  One 

Many  a  tough  transportation 
problem  has  yielded  quickly 
when  an  experienced  outside 
view  point  has  been  focused  on 
the  issue. 

Two  heads  can  often  accomplish 
the  task  difficult,  if  not  impos- 
sible, for  one  to  do.  Herein  lies 
a  logical  reason  for  enlisting  en- 
gineering service. 


nff/. 


i4^ 


PRES1DE^JT 


e  r  5 


STEVENS  SC.  WOOD,  Incorporated 

Engineers  and  Constructors 

120  Broadway,  New  York 

Chicago       .        .        Youngstown,  O. 

onaliz^d      Service 


I  |y^Xc)x^x'r VrVcVcV^  cV^r^a^cX^cV'TV-'Tv^cV^d^a-^-Ty'-aT^TP^I  I    I 


DonU*  Raglstar 
Tjp*  R-tl 


International 
Registers 

Made  in  single  and  double 
typei  to  meet  requirementi 
of  service.  For  band  or  foot, 
mechanical  or  electric  opera- 
tion. Counters,  car  fittings, 
conductors'   punches. 


The  International  Register  Co. 

19  South  Throop  Street,  Chicago,  Illinoit 

=ii»inniiii iiiniiiiiiiiraiminiiiniiniiminiimiiiiiiinraiiiiiiiniiiimiiiviiiriiiiiiiimiiiiiiiiiniimimmiiiiii 


I  HI iiiiiiiiiiiiiiiiiiiii iiijiiiiiiiii I riiiiiiriiiiiiiiiiiiiiiiiiiir iiiiiiiiiir iiiciiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii^ 

I  I        Kalamazoo  Trolley  Wheels         | 

I  I  The  value  of  Kalamazoo  Trolley  I 

I  i  Wheels    and    Harps    has    been 

I  i  demonstrated  by  large  and  small 

i  i  electric    railway    systems    for   a 

I  I  period    of   thirty   years.     Being 

I  I  exclusive     manufacturers,     with 

II  no  other  lines  to  maintain,  it  is 
I  I  through  the  high  quality  of  our 
I  I  product  that  we  merit  the  large 
I  I  patronage  we  now  enjoy.  With 
g  I  the  assurance  that  you  pay  no 
I  I  premium  for  quality  we  will 
I  I  appreciate  your  inquiries. 


THE  STAR  BRASS  WORKS 

KALAMAZOO,  MICH.,  U.  S.  A. 


'iiiiuiiiriiiiiinfiiiiiiiiiiiiiiiiiiiiniiiiiiiiniiriuiiiiniijiiiiiMiiiiiiiiiiiiiniiiiiiiniiiniiiiiiiiiiiJiiiiiiiiiiiiiiiiiiiiiimiiHiiiirriiriiiiiiinir     SiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiniiiiiiiiiiiiiiiiriiiiiiiiiiiiiiriiiiiiiiiiiriitMiiiiiiiiiiriiiiiiiiiiiiiiiiiniiiiiiiiiiiiiimiiiiiiiiiiiiiitiiiiiiiiiiiir 

5l|H|lllltlinillllll»IIIIIIIUIIIIIIIlllllllllllllMlllllllllllHinillllllHllllllllllllllinilllHIIHIIIHIItllltllltHHIIIIHIIMIlMltHlirillHlllllHIII>: 

■ 


'^     ^iiiiiiiiiiiiiiiiiiiiiiiMiiiiiiMiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiimiiiiiiiiiiiiiiiiK 

I  I  Efficient  Bus  Heating  1 

I  with  § 

The  N-L  Yenti-Duct  Heater         | 

I  THE  NICHOLS-LINTERN  CO.  | 

I  7960  Lorain  Ave.  Qeveland,  Ohio  | 

^iHiiimiiiiiniiiiiiiniuirmiiiiiiiiiiiiiiiinniiiiniiniiriiniiinmiiiiiiiriiiiiiiiriiiiiiiiiitriiiiiiiiiiiiiiniiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiic 
^tiiinriiiiiiiiriiitrMiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiMiiiiiiiiiiiiiitiiiiiiiriinrtiiiniiiiiiiiiiiiiiiiiiiiiiiniiiriiiiiiiiiiniiiiiiniiiniiiiiiitt      :.'iiiiiiiiii iitiiiiiiiriiiiiiiiiiiiriiiiiiiiiiiiiiirMiiiiiiriiiMitiinrDiiiittiiitiiiriiitriiiiiiiritiriiitiiiriiiniiriiriiiriiiiiiniiitiiiriittiitii; 

'BELL— 


HILLBURN,  NKW  YORK  *- 
NIAG.\RA  FAllJi.  N.V. 
CHICAGO.  UJJNOIS 
.  EAST  ST.LOUiS.  ll,L 
PHEUIXJ,  COLORADO 
SUPf;RI0R.\VISCONSl(J 

losanoei.es.  CAI. 

NrAG.'.H,\  FALLS. ONT, 


RAMAPO  AUTOMATIC 

RETURN  SWITCH  STANDS 
FOR.  PASSING  SIDINGS 
TEE  RAIL  SPECIAL  WORK 

(MANGANESE  WORK  A  SPECIALTY 

SALES  OFFICES  AT  ALL  WORKS 
.  lj.]in  Otfice.  HILLBURN,  N.Y. 


riiiiiniiiiiiiitiiiiiiiiiiiiiiiiniiiiiniiniiiiiiiMiiiiiiiiiriiriiiifiDiiiniiiiiiiiMJtiiiiii 


riiiiiiriiiiiiriinii 


NORTHERN  —  —  ^-—  WESTERN 

CEDAR  POLES 


BUTT  TREATING 
ALL  GRADES 


TIES 


BELL   LUMBER   CO.,  Minneapolis,  Minn. 


Tl 


AnacondA 


mjn«  to  consumer 


RodfWire  and  Cable  Products 

ANACONDA COPPERMINING  COMPANY 
THE  AMERICAN  BRASS  COMPANY 
General  Offices    -    -  .25  Broadway,  New  York 

ANACONDA  TROLLE;Y  WIRE 


'iiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiMiiiiiMiiiiiiiniiiiiiiiiiiiiiniiiiiiiiiiiiimimiimnniiiiiiiiiiniiimiiiMiiiiiiiimiiilliiiiiiiiimiimimiiiil:      'iiiiiiii m imimi i iiiiiiiiinmniiiiiinim i iMiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiii iiiiiiiiiiil  i 


30 


ELECTRIC  RAILWAY  JOURNAL 


June  9,  I'iA^ 


"The  Standard  for  Rubber  Insulation" 

INSULATED  WIRES 
and  CABLES 

"Okonite""Manson;'  and  Dundee  "A"  "B"  Tapes 

Send  for  Handbook 

The  Okonite  Company 

The  Okonite-Callender  Cable  Company,  Inc. 

Factories,  Passaic,  N.  J.  Paterson,  N.  J. 

Sal*»    Ogtcet:     New  York     Cbicago     Pittsburgh     St.  Louis     Atlanta 

Birmingham    San  Francisco    Los  Angeles    Seattle 

PettinKSll-Andrewi    Co.,    Boston,    Mass.  ,i^^?S^i^ 

T.  D.   Lawrenc*  Electric  Co.,  Cincinnati,  O.      i^^^^^ 
Noreltr  Electric  Co.,   Phlla.,   Pa. 
Cfm.    Rep. :    Engineering   Materlall   Limited.    Montreal. 
Cy&att    Rep.:    Victor    O.    Mendogo    Co.,    Havana. 
mimiuiiimimiiuiiiiiiimiimmiiiiiiimiHiiiiiiiiiiiiiimiiiiiiiiniiiiiiiiiiMiiuiiiiiiiiiiitiiiiiiiniiHiiiiiiiiiiiiiiiiiiHiiiiiiiiniiiiimi^ 

H>iiniuillluilllllllll)illluillillllltiilliiiiiiniiiuiiiiiiuiiniHiiiniiiiiiiiiiiuiMliiMiiiiiiiiiiiiiiiiiiiHiiiUMiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiiu 

Lorain  Special  Trackwork 
Girder  Rails 

5 

Electrically  Welded  Joints  I 

THE  LORAIN  STEEL  COMPANY  I 


jiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiriiiiiiiiiiiiiiiiiiuiiiiiiiiiimiuiiiiiiiiiiiiiiiiiiniiiniimiiiiMiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiii.: 


Arc  Weld 


Rail  Bonds 


1  AND  ALL  OTHER  TYPES 

I  Descriptive  Catalogue  Furnished 

I  American  Steel  8C  Wire  Company 

=  CHICAaO,    NEW  YORK     BOSTON,    (LEVEL.iND.    WORCESTER.    PHILADKL-  = 

=  PHIA.     PITTSBURGH.     BUFFALO,     DETROIT.     CINCINNATI.     BALTIMORE.  = 

=  WILKESBARRE,    ST  LOUIS.    KANSAS  CITV,    ST.  PAUL,    OKLAHOMA  CITY,  = 

5  BIBMINQBAM.   MEMPHIS,  DALLAS,  ATLANTA,  DENVER.  SALT  LAKE  CITT  = 

I  EXPORT  REPRESENTATIVE:   U.  8.   STEEL  PRODUCTS  CO.,  NEW  YORK  f 

=  PACIFIC  COAST  REPRESENTATIVE:   V.   S.   STEEL  PRODUCTS  COMPANY.  = 

i  SAN  FRANCISCO,    LOS  ANGELES,    PORTLAND,    SEATTLE.  H 
^(iiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiic 

HiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiluilliliiniiniiiiiuiiiiiiiiiliiiliiiiiiiliiiiiiiiiiiiiniiiiiiiiiiiiiiiiilliliillliliiiiiiiiiiiiiiiiiiiiiillMliiiMililllllir 


I    Let  the     "^ 
I  Passenger 

I     Audit 


tii^ 


Company 


^^ueto, 


Johnstown,  Pa. 
5<i/e<  Office*.- 


Atlanta 


New  York 
Dallas 


Chicago  Cleveland 

Piladelphta  Pittsburgh 

Pacific    Coast   Representative:  = 

United  States  Steel  Products  Company  i 

Los  Angeles                 Portland                 San  Francisco  Seattle     i 

Export  Representative  :  = 

United  States  Steel  Products   Company,   New  York,  N.  Y.             I 

SniiHiiiiiiiu[iiiini)iiHiiiiiriiiiiiiiriiniiniiiiiiiiiiiiiiiiriiitiiitiiitriiiiiiiiiiiMiniiiiiiiiiiniiiiiiiuitnMitiiiiiiiniiiiiiiiimiiiniiitiiiniin 


I  An    instantaneous    audit    by    the    passenger    of 

I  NICKELS,  DIMES,  QUARTERS,  METAL 

I  TICKETS  in  various  combinations. 

I  PORTABLE— STATIONARY   or    ELECTRIC— Posi- 

1  live  at-the-source  protection  for  your  revenue. 

I  Money-Meters,  Inc.     1^=1^  K^ste.^^r 

I  3209  Book  Tower,  Detroit,  Mich. 

'•iiiiiiiiiiiiiHiiniiiiiimiiiiiiniiiMiiiniiiiiiiinuiiiiiMniiiiiiniiiiiMiiiiitiiiiiriiniiiiiinMiiiiiiiinMiriiHiiiitiiniimiiiiiiiniiniiHiM 


HiiiiiiiiiiiiHiiiniiMiiHiiiiiiiniiinMiiiiniimiHMiiiiiiiiiiiiiiiiiiHiiMiiiiMiniiiiiuiiiiiiiiiiiiiiiiiiiiiiiinniiiMiiimiiiimiiiiiiiitiiiiiiii^      niiiiniiiiiiHiiiiiiiiiiiMiiMMiiiiHiiiiiiiuiiuiiiiMuiiniiiiiniiiiiMiiiiitiiiiiMiiiiniiiirMiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiittiiiitiitiiiiiiiiHiiii'j 

I  xxTTT  A  ^r^^^^  i    i    rni   n  CAR  HEATING  &  LIGHTING  CO.    I 

I  WHARTON  I     1     VjULD  220  36.h  S..,  Brooklyn,  N.  v.  f 


I   1894  TisCO  1928 

SPECIAL  TRACKWORK 

Manganese  Steel  in  Trackwork,  originated 
by  Wharton  over  thirty-four  years  ago,  is 
Still  the  metal  par  excellence  for  this  purpose. 

WM.  WHARTON  JR.  8c  CO.,  INC. 

EASTON,  PA. 


WITH    OPEN    COIL   OR 
ENCLOSED  ELEMENTS 


ELECTRIC  HEATERS 
j     THERMOSTAT  CONTROL— VENTILATORS      i 

I     I  WRITE  FOR  NEW  CATALOGUE  I 

5      ^iiiiiiiiniiiiiHiminiiiiHiiiiiiiiiiitiiitiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiniiiitiiiiiiiiiiiiiiitiiHiiiiiiitMiniiiiiiiiiiiiiiiniiitiiiitiiiiimiiuiiiiiiul 

i        (IIMIHIIHHIIIIIIIIIIll Illlltll trilllllltllllllltllllllllUlllllltllll milllllllllUIIIIIIIIIIIIIIIIIIIIIMIIIUiriltlllltlllUlllllllUllllW.; 

i    i  Coin  Counting  and  Sorting  Machines  | 

FARE  BOXES 

I     I  Lever-Operated    and   Slip   Change   Carriers.     Tokens. 

I    I  The  Cleveland  Fare  Box  Co. 

I     I  Cleveland,  Ohio 

I     I  Canadian  Cleveland  Fare  Box  Co.,  Ltd.,  Preston,  Ont. 


;iaiiimmiiiiHiiHiiimiiiiiiiuiiii«HimiiiiiiiiiiitiniimiiiiiiiiiiHiiiiiiiimiiiiiiimiiHiiiiiiiiiiiiiiiiiiiuiiiiiMiiHiiiiHiiiiiiuHiiiiiiiiir; 

HiiiiMtMimiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiHHUiiiiHiuMiimiHiuiiimiiiuiiiimiiimiimiHKiiiiiiHimiiiiiiiiiiiuiiiiiiiimiiMiii'^ 

I  I 

I  Your  Name  I 

I  in  this  space  in  all  issues  where  larger  | 

I  display  space  is  not  used  backs  up  your  | 

I  advertising    campaign    and    keeps    your  | 

I  name  in  the  classified  section.  | 

r^iiHiiiniiinMiiiiiiMiiMiitiiimiiiiMiiilitiiinihiiiiinMiiMiiMiiiuiiiiiiMiuiiHiiiiiiiiiiiiriiiiiiiiiiitiitiiiiiiiiMiiiiiiiuiiiiiHmiHiiuiiiiS 


'MiiiiiiiiiiiiimiiiiniiniiiiiiiiiiiniiiMiiniiuiiuiiiriiiiMiiriiniiiiiiniiiiiiiiMiiiiiniiHiiiiiiiiriiiHiiiiiiniiiiiiiiiiittiiniiiiiiiniiuiiimi 
tiiiiiiiiiiiiiiiiHiiiiiitiiiiiiitiiiiiiiiiiiiiiiiiiiiitiiiiiiitiiiiiiiiiiiniiniiiiiiiuiiniiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiitiiiniitiiiiiiiuii 


MIIIHIIIIIIIillimilMllllllllllllllllllllKllllllinillllllllllllttlllHHIi 


iiiiiiimiiiiiiiiiiiniiiiiiiMiiiiiiiiimiiiiiiiiiiiiiiiiHiiiiiiiimiw 

RAIL  JOINTS 


DYNAMOTORS 
WELDING  ROD 

UNA.  Welding  &  Bonding  Co. 

Cleveland.  Ohio. 


Electrical  Wires  &  Cables 

John  A.  Roebling*s  Sons  Co.  Trenton,  N.  J. 

?iiMiiriiirMiriiiniitMi(riiiniiiiiiiiiiiiniiiniiiiiitiiiiiiiiriiiiiiHiiiniiniiiiiiiniiHiimiiiMiiiiiiriiitiiiiiiiiiiiiiiiitiiiinii(iiiiiiiiiiiiHiiin 
niiiiiiiiuimiimiiiiiimiiMiiuiiiniHiiiiMiiiiiiiMiiiiiiHiiiimHimiiiiMiiniiiiiiiiiiiiiiiniitiiiiiniiiiiniiiiiimiiiiimiiimiiiH 

^  immillN^  Cdr  Heating  and  Ventilating 


iuiiiii£ 


PS 


stuaiai 


^iiiiiiiiiiiii\^ 


— are  no  longer  operating  problems.  We  can  show  you 
how  to  take  care  of  botb  with  one  equipment.  The  Peter 
Smith  Forced  Ventilation  Hot  Air  Heater  will  save.  In 
addition,  40%  to  60%  of  the  cost  of  any  other  car  heat* 
tng    and    ventilating    system.      Write   for   details. 

The  Peter  Smith  Heater  Company 
6209  Hamilton  Ave.,  Detroit,  Mich. 


4iuiiiuuitiiiiiiiiiiiitiiiiiiiiiiiiit(iiiitiiiiiiiiiiiiii''<iimiiiiiiiiniMiiiuiiuiiiiiiiiiiniiiiiiiiiniiiiiiiuiiiiiiiiiiiiuiiriiiiiiiiuiiiiiiiiiiiiH 


June  9, 1928 


ELECTRIC  RAILWAY  JOURNAL 


31 


Searchlight  can 
help  you — 


HUNDREDS  of  miscellaneous  busi- 
ness problems  pertaining  to  Elec- 
tric Railway  Operation  can  be  quickly 
and  easily  solved  through  the  use  of  the 
Searchlight  Section  of  this  publication. 

The  Searchlight  Section  is  the  classified  adver- 
tising section  for  giving  publicity  to  all  kinds 
of  business  wants  of  interest  to  other  men  in 
the  field.  It  is  the  weekly  meeting  place  of  the 
man  with  a  miscellaneous  business  need  and 
the  men  who  can  fill  that  need. 

When  you  want  additional  employees,  want  to 
buy  or  sell  used  or  surplus  Railway  equipment, 
seek  additional  capital  or  have  other  mis- 
cellaneous business  wants — advertise  them  in 
the  Searchlight  Section  for  quick,  profitable 
results ! 


Think  "SEARCHLIGHT"  first 


I. 


POSITIONS  WANTED 


SUPERVISOR  bureau  investigation,  broad 
experience,  established  successful  record 
street  railway  and  bus  transportation: 
available  short  notice  ;  best  of  references. 
PW-112,  Electric  Railway  Journal,  Tenth 
Ave.   at  36th   St.,   New   York. 


TRAFFIC  inspector  and  investigator  desires 
temporary  position ;  can  qualify  any 
capacity,  transportation  department,  elec- 
tric railways  and  buses :  available  June 
22  to  July  23,  also  Saturdays,  Sundays 
and  holidays  throughout  the  year.  PW- 
114,  Electric  Railway  Journal,  Tenth  Ave. 
at  36th  St.,  New  York. 


SALESMAN   AVAILABLE 


SALES  representative  with  broad  associa- 
tion in  electric,  steam  and  bus  field,  open 
for  connection  in  near  future.  SA-llB, 
Electric  Railway  Journal,  7  South  Dear- 
born St.,  Chicago,  111. 

i  3 — Double     truck,     pay     within.     One-Man  1 

i  Two-Han    Cars,    41    ft.    over    bumpers,  = 

i  No.  77E-1   motor  trucks.  26-in.   wheels.  = 

I  Westinghouse    508-A    Motors,    and    G.E.  i 

i  258-A  Motors.  \ 

I  2 — Single  truck,  double  end.  Closed  Birney  i 

=  Type  Safety  Cars,  length  over  bumpers  = 

=  37  ft.  9%    in.    Brills  special  No.  78M-1  5 

:  trucks.  36-in.  wheels.  Westinghouse  508  : 

I  Motors  and  G.E.  258-A  Motors.  I 

i  1 — 28-ft.    single   truck   Blmey  Type    Motor  i 

i  Car,     Brills     31-E     truck.     G.E.     358-A  I 

I  Motors.  i 

=  The    above    equipment    has    recently    been  I 

=  withdrawn  from  service  and  is  in  splendid  = 

I  operating  condition.  | 

I        Omaha,  Lincoln  and  Beatrice        I 
I  Railway  Co.  | 

I  335  North  14th  St..  Lincoln.  Neb.  1 

PlIIMIHtlltllllltlMIMIMHIIIIIIItllMIIIIIIIIIIII irilllllll 


WANTED 


WANTED 

One  Standard  Gauge 

Steel  Under  Frame 

Motor  Flat  Gar 

Equipped  with  M.C.B.  couplers 
suitable  for  switching  steam  rail- 
road cars  around  material  yard. 

The    Cincinnati    Street    Railway 
Company 

Attention  General  Manager 
Cincinnati.  Ohio 


32 


ELECTRIC  RAILWAY  JOURNAL 


June  9,  1928 


WHAT  AND  WHERE  TO  BUY 

Equipment,  Apparatus  and   Supplies  Used  by  the  Electric   Railway  Industry 

with    Names    of    Manufacturers   and   Distributors    Advertising    in    this    Issue 

This  index  is  published  as  a  convenience  to  the  reader.    Every  care  is  taken  to  make  it 
accurate,  but  Electric  Railway  Journal  assumes  no  responsibility  for  errors  or  omissions. 


Advertising,  Streeet  Car 
Collier.  Inc.,  Barron  G. 

Air  Brakes 

General  Electric  Co. 
Westingrhouse  Traction 
Brake  Co. 

.\nchor8,  Ony 

Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Ohio  Brass  Co. 
Westinghouse  E.  &  M,  Co. 

Armature  Shop  Tools 

Columbia   Machine   Works 
Elec.  Service  Supplies  Co. 

Automatic  Return  Switch 
Stands 
Ramapo  Ajax  Corp. 

Automatic  Safety  Switch 

Stands 
.  Ramapo  Ajax  Corp. 

Axles 

Bemis  Car  Truck  Co. 
Bethlehem  Steel  Co. 
Brill  Co..  The  J.  G. 
CarnCBie  Steel  Co. 
Cincinnati    Car   Co. 
Westinghouse  E.  &  M.  Co. 

Babbitting  Devices 

Columbia  Machine  Works 

Badges  and  Buttons 

Elec.   Service  Supplies  Co. 
International   Cash   Register 
Co..  The 

Batteries.  Dry 
Kichols-Lintern  Co. 

Bearings,  Anti-Friction 

Timken    Roller   Bearing   Co 

Bearings  and  Bearing  Metals 

Bemis  Car  Truck  Co. 
Brill  Co..  The  J.  G. 
Cincinnati   Car  Co. 
Columbia  Machine  Works 
Westinghouse  E.  &  M.  Co. 

Bearings,  Center  and  Roller 
Side 

Cincinnati  Car  Co. 
Columbia  Machine  Works 
Stuck!    Co.,    A. 

Bearings,  Roller 
Timken  Roller  Bearing  Co. 

Bearings,   Thrnst 
Timken  Roller  Bearing  Co. 

Bells  and  Bnzzera 

Consolidated  Car  Heating 
Co. 

Bells  and  Gongs 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Columbia  Machine  Works 
Elec.  Service  Supplies  Co. 

Benders,  Rail 

Railway  Trackwork  Co. 

Body   Material,  Haekellte 
Plymetl 

Haskelite   Mfg.   Corp. 

Bodies,  Bos 
Brill  Co.  The  J.  G. 

Boilers 
Babcock   k  Wilcox  Co. 

Bolts,    Case    Hardened 
Bemis  Car  Truck  Co. 

Bond  Testers 

American   Steel    &  Wire   Co. 
Electric  Service  Supplies  Co. 

Bonding  Apparatns 

American  Steel  &  Wire  Co. 
EU-c,   Service   Supplies  Co. 
Ohio    Brass   Co. 
Railway  Trackwork  Co. 
Dna  Welding  &  Bonding  Co. 

Bonds,  Rail 
American  Steel  ft  Wire  Co. 
Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Ohio  Brass  Co. 
Railway  Trackwork  Co. 
Una  Welding  &  Bonding  Co. 
Westinghouse  E.  &  M.  Co. 

Book  Pablishers 

M'Graw mil    Book   CO. 


Brackets  and  Cross  Arms 
(See  also  Poles,  Ties, 
Posts,  etc.) 

Bates  Expanded  Steel  Truss 
Co. 

Columbia  Machine  Works 

Elec.    Ry.    Equipment    Co. 

Elec.  Service   Supplies  Co. 

General  Electric  Co. 

Ohio   Brass  Co. 

Brake  Adjusters 

Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
National  Ry.  Appliance  Co. 
Westinghouse  Traction 
Brake  Co. 

Brake  Shoes 
American  Brake  Shoe  & 

Foundry  Co. 
Bemis  Car  Truck  Co. 
Brill  Co.,  The  J.  G. 

Brake  Testers 
National  Ry.  Appliance  Co. 

Brakes,  Brake  Systems  and 
Brake  Parts 

Bemis  Car  Truck  Co. 
Brill  Co..  The  J.  G. 
Cincinnati   Car  Co. 
Columbia  Machine  Works 
General  Electric  Co. 
National  Brake  Co. 
Westiiifrhouse  Traction 
Brake  Co. 

pirakes.  Magnetic  Rail 

'  Cincinnati  Car  Co. 

Brick,   Paving 

National    Paving   Brick 
Mfrs.  Assn. 

Brick,  Vitrined 

National    Paving   Brick 
Mtrs.  Assn. 

Brushes,  Carbon 

General  Electric  Co. 
Mnrdiiitp  Brush  Co. 
Westinghouse  E.  &  M.   Co 

Brushes,   Grifphite 
Morganlte  Brush  Co. 

Brnshholders 

Columbia  Machine  Works 
General  Electric  Co. 

Bulkheads 
Haskelite  M(g.  Corp. 

BnHe« 

White  Co..  The 

Bnses.  Motor 

General  Electric  Co. 

Bos  Lighting 

National  Ry.  Appliance  Co. 

Bashings,  Case  Hardened 
and  Manganese 
Bemis  Car  Truck  Co. 
Brill  Co..  The  J.  G. 
Cincinnati   Car  Co. 
Columbia  Machine  Works 

fahl-H  (See  Wires  and 
Cables) 

Cambric  Tapes,  Tellow  and 
Black  Varnish 

General  Electric  Co. 
Irvington    Varnish    &    Ins. 
Co. 

Carbon  Brushes   (See 
Brashes.  Carbon) 

Car  Lighting  Fixtures 

Elec.  Service  Supplies  Co. 

Car    Panel    Safety    Switches 

Consolidated    Car    Heating 

Co. 
Westinghouse  E.   &  M.   Co. 

Car  Steps,  Safety 
Cincinnati  Car  Co. 

Car  Wheels,  Rolled  Steel 
Bethlehem  Steel  Co. 

Cars,  Damp 
Brill  Co.,  The  J.  O. 
DiHerential  Steel  Car  Co. 

Cars,  Gas-Electric 

Brill  Co..  The  J.  G. 
General  Electric  Co. 
Westinghouse  E.  &  U.  Co. 

Cars,  Gas,  Rail 
Brill  Co..  The  J.  G. 


Cars,  Passenger,  Freight, 
Express,   etc. 

American  Car  Co. 
Brill  Co..  The  J.  6. 
Cincinnati  Car  to. 
Kuhlman  Car  Co.,  G.  C. 
Wason  Mfg.  Co. 

Cars,  Self-Propelled 

Brill  Co..  The  J.  G. 

Castings.  Brass  Composition 
or  Copper 

Cincinnati  Car  Co. 
Columbia  Machine  Works 

Castings,    Gray    Iron    and 
Steel 

American    Steel    Foundries 
Bemis  Car  Truck  Co. 
Columbia  Machine  Works 
Standard  Steel  Works 

Castings,   Malleable 

Timken    Roller   Bearing   Co. 

Castings,   Malleable  &  Brass 

Bemis  Car  Truck  Co. 
Columbia  Machine  Works 

Catchers  and  Retrievers, 
Trolley 

Elec.   Service   Supplies  Co. 
Ohio   Brass  Co. 

Ceiling  Car 

Haskelite  Mfg.  Corp. 

Ceilings   Plywood   Panels 

Haskelite   Mfg.   Corp. 

Chairs,   Parlor  Car 
HeywootJ-Wakefield   Co. 

Change  Carriers 

Cleveland    l'''are    Box   Co. 
Electric  Service  Supplies  Co. 

ChR  igf    Trays 
Cincinnati  Car  Co. 

Circuit-Breakers 

General   Electric  Co. 
Westinghouse  E.  &  M.  Co, 

Clamps    nnd    Connectors    for 
Wires  and  Cables 
Columbia    Machine    Works 
Elec.   Ry.    Equipment   Co. 
Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 
Westinghouse  E.  &  M.  Co. 

Cleaners 

Oakltc   Products.    Inc. 

Cleeaners  and  Scrapers  Track 
(See  also  Snow-Plows, 
Sweepers   and   llrooms) 

Brill  Co..   The  J.  G. 
Cincinnati  Car  Co. 

Coll  Banding  and  Winding 
.Machines 
Colurgbia    Machine    Works 
Elec.    Servi.c    Supplies    Co. 
Westinghouse  E.  &  M.  Co. 

Colls,  Armature  and  Field 

Columbia  M;ichine  Works 
General  Eledric  Co. 
Westinghouse  E.  &  M.  Co. 

Colls,  Coke  nnd  Kicking 

Elec.   Service   Supplies  Co. 
General    Electric   Co. 
Westinghouse  E.  &  M.  Co. 

Coin  Changers 

Johnson   Fare  Box  Co. 

Coin  Counting  Machines 

Cleveland  Fare  Box  Co. 
Internationa]   Cash   Register 

Co..   The 
7ohnson   Fare   Box  Co. 

Coin  Sorting   Machines 
Cleveland  Fare  Box  Co. 
Johnson  Fare  Box  Co. 

Coin  Wrappers 

Cleveland  Fare  Box  Co. 

Commntator  Slotters 
Columbia  Machine  Works 
Elec.   Service   Supplies  Co. 
Westinghouse  E.  &  M.  Co. 

Commutators  or  Parts 

Columbia  Machine  Works 
General   Electric  Co. 
Westtngiiouse  E.  &  M.  Co. 


Compressors,   Air 

General   Electric   Co. 
Westinghouse  Traction 
Brake  Co. 

Condensers 
General  Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Condensor  Papers 
Irvington    Varnish    &    Ins. 
Co. 

Connectors,   Solderless 

Westinghouse  E.  &  M.  Co. 

Connectors,  Trailer  Car 

Columbia  Machine  Works 
Consolidated  Car  Heating 
Co. 

Elec.  Service  Supplies  Co. 
Ohio   Brass  Co. 

Controllers  or  Parts 

Columbia  Machine  Works 
General    Electric    Co. 
Westinghouse  E.  &  M.  Co. 

Controller   Regnlators 

Elec.  Service  Supplies  Co. 

•Controlling    Systems 

General     Electric    Co. 
Westinghouse  E.  &  M.  Co. 

Converters.    Rotary 

General  Electric  Co 
Westinghouse  E.  &  M.  Co. 

Copper  Wire 

American  Brass  Co. 
Anaconda  Copper  Mining 
Co. 

Copper  Wire  Instruments, 
Measuring,  Testing  and 
Recording 

American  Brass  Co. 
Anaconda  Copper  M.ningCo. 

Cord,    Bell.    Trolley,    Register 

American  Steel   &  Wire  Co. 
Brill  Co..  The  J.  6. 
Elec.  Service  Supplies  Co. 
International   Cash   Register 

Co.    The 
Roebling's  Sons  Co.,  John  A. 

Cord  Connectors  and 
Couplers 

Elec.   Service  Supplies   Co. 

Couplers    Car 

American  Steel  Foundries 
Brill    Co..    The  J.   G. 
Cincinnati    Car    Co. 
Ohio    Brass    Co. 
Westinghouse  Traction 
Brake   Co. 

Cowl  Ventilators 

Nichols-Lintern  Co. 

Cranes,   Hoists   St   Lifts 
Electric  Service  Supplies  Co 

Cross   Arms    (See   Brackets) 

Crossing  Foundations 

International    Steel   Tie    Co. 

Crossings 
Ramapo   Ajax  Corp. 
Wm.  Wharton.  Jr.  &  Co. 

Crossings,  Frogs   &  Switches 
Ramapo    Ajax    Corp. 
Wm.  Wharton.  Jr.  &  Co. 

Crossings,  Manganese 

Bethlehem  Steel  Co. 
Ramapo  Ajax  Corp. 
Wm.   Wharton.  Jr.  &  Co. 

Crossings,  Track  (See  Track 
Special  Work) 

Crossings,  Trolley 
General  Electric  Co. 
Ohio    Brass   Co. 
Westinghouse  E.  &  M.  Co. 

Curtains   &   Curtain   Fixtures 

Brill   Co..   The  J.  G. 

Catting  Apparatus 

General    Electric   Co. 
Railway   Trackwork   Co. 
Una  Welding  &  Bonding  Co. 
Wc8tiiij.'h(ni..ie    Electric   & 
Mfg.    Co. 

Dealer's  Machinery  &  Second 
Hand     Equipment 

Cincinnati  Street  Railway 

Co. 
Omaha.  Litv^oln  &  Beatrice 

Rlwy.   Co. 


Derailing    Devices     (See    also 
Track   Work) 

Derailing  Switches 
Ramapo   Ajax  Corp. 

Destination    Signs 
Columbia  Machine  Works 
Elec.    Service    Supplies    CJo. 

Detective    Service 

Wish-Service,    P.   Edward 

Door    Operating    Devices 

Brill   Co..    The  J.   G. 
Cincinnati    Car    Co. 
Consolidated  Car  Heating  Co. 
National  Pneumatic  Co. 

Doors    &    Door    Flxtarei 

Brill    Co..    The   J.    G. 
Cincinnati   Car  Co. 
Hale-Kilburn    Co. 

Doors,   Folding  Vestibule 

National  Pneumatic  Co. 

Drills,    Track 

American  Steel  &  Wire  Co. 
Electric  Service  Supplies  (3o. 
Ohio  Brass  Co. 

Dryers,    Sand 

Electric  Service  Supplies  Co. 
Ohio    Brass   Co. 
Westinghouse  E.  &  M.  Co. 

Ears 

Columbia    Machine    Works 
Electric  Service  Supplies  Co 
General    Electric    Co. 
Ohio    Brass   Co. 
Westinghouse  E.  &  M.  Co. 

Electric  Grinders 
Railway  Trackwork  Co. 

Electrical   Wires  and   Cable* 

American  Steel  &  Wire  Co. 
John  A.  Roebling's  Sons  Co. 

Electrodes,    Carbon 

Railway   Trackwork   Co. 
Una  Welding  Sc  Bonding  Co. 

Electrodes,    Steel 
Railway   Trackwork   Co. 
Una  Welding  &  Bonding  Co. 

Engineers.   Consulting,   Con- 
tracting   and    Operating 

Beclcr.  John  A. 
H.  M.  Byllesby  Co. 
Day    Sc    Zimmermann,   Ino, 
Faile   &   Co..    E.    H. 
Ford.    Bacon   &  Davis 
Hemphill   4  Wells 
Hoist,    Engelhardt    W. 
Jackson.   Walter 
Kelker    Sc    DeLeuw 
McClelland  &  Junkersfeld 
Richey.    Albert   S. 
Sanderson    &    Porter 
Stevens    &   Wood 
Stone  &   Webster  Co. 
White  Eng.  Corp.,  The  J.  O, 

Engines,  Gas,  Oil  or  Steam 
Westinghouse   E.   &   M.   Co. 

Exterior  Side  Panels 

Haskelite   Mfg.   Corp. 

Fare    Boxes 

Cleveland   Fare  Box  Co. 
Johnson   Fare  Box  Co. 
Perey   Mfg.   Co. 

Fare   Registers 

Electric  Service  Supplies  Co. 
Johnson    Fare   Box   Co. 

Fences,  Woven  Wire  A  Fence 
Posts . 

American  Steel  &  Wire  Co. 

Fenders  and  Wheel  Guards 

Brill    Co..    The   J.   G. 
Cincinnati    Car   Co. 
Star  Brass  Works 

Fibre    and    Fibre    Tubing 

Westinghouse  E.  &  M.  Co. 

Field  Collg   (See  Coils) 

Floodlights 

Electric  Servicfi  Supplies  Co. 
General  Electric  Co. 

Floor,   Sub 
Haskelite  Mfg.   Corp. 

(Continued  on  page  34) 


June  9, 1928 


ELECTRIC  RAILWAY  JOURNAL 


33 


Forged 
then  Rolled 


Bethlehem  forged 
steel  axles  possess 
the  same  high  quali- 
ty found  in  all 
Bethlehem  forged 
products.  They  can 
be  furnished  heat 
treated,  annealed, 
untreated  or  rough- 
turned  all  over. 


OETHLEHEM  Rolled  Steel  Wheels  for  elec- 
-^  trie  railway  service  are  safe,  smooth- 
running  and  economical. 

A  combined  forging  and  rolling  process  im- 
parts toughness  and  gives  the  metal  a  grained, 
dense  structure,  insuring  against  breakage  and 
crystallization.    Flats  are  practically  unknown. 

Maximum  service  with  minimum  cost  of 
maintenance  is  realized,  with  every  investment 
in  Bethlehem  Rolled  Steel  Wheels  for  Electric 
railway  service. 

BETHLEHEM  STEEL  COMPANY 
General  OfiBices:  Bethlehem  Pa. 

District  Offices  in:  New  York,  Boston,  Philadelphia,  Baltimore,  Washington,  Atlanta,  Pittsburgh, 
BuiTalo,  Cleveland,  Detroit,  Cincinnati,  Chicago,  St.  Louis,  San  Francisco,  Los  Angeles,  Seattle, 

and  Portland 

BtthUhem  Steel  Export  Corporation,  2S  Broadway,  New  Yorl^City, 
Sale  Exporter   of  our   Commercial    Products. 


BETHLEHEM 


ROLLED  STEEL  WHEELS 


I 

II 


34 


ELECTRIC  RAILWAY  JOURNAL 


June  9, 1928 


Floors 

Haskelite  Mfg.  Corp. 

Forgiiigs 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Standard  Steel  Works 

Frogs  &  Crossings,  Tee  Ball 
Bethlehem   Steel  Co. 
Lorain    Steel    Co. 
Raniapo   Ajax  Corp, 
Wm.   Wharton,   Jr.  &  Co. 

Frogs,    Track    (See    Track 
Work) 

Frogs,   Trolley 

Electric  Service  Supplies  Po. 
General    Electric   Co. 
Ohio  Brass  Co. 
Westinghouse  E.  &  M.  Co. 

Fuses  and  Fnse  Boxes 
Columbia  Machine  Works 
Consolidated   Car   Heating 

Co. 
General   Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Gas  Electric  Drive  for  Bases 

General  Electric  Co. 

Gasoline 
Texas  Co.,  Tbe 

Gas  Prodneers 
Westinghouse  E.  *  M.  Co. 

Gates,  Car 
Brill  Co.  The  J.  G. 
Cincinnati  Car  Co. 

Gear  Blanks 

Brill  Co..  The  J.  G. 
Standard  Steel  Works  Co. 

Gear  Cases 
Chillingworth  Mfg.  Co. 
Columbia  Machine  Works 
Electric  Service  Supplies  Co, 
Westinghouse   E,    &  M.  Co. 

Gears  and  Pinions 

Bemis  Car  Truck  Co. 
Columbia  Machine  Works 
Electric  Service  Supplies  Co. 
General    Electric   Co. 
Nat'l   By.   Applianee  Co. 
Muttall  &  Co..  R.  D. 

Generators 

General   Electric  Co. 
Westinghouse  E.   ft  M.  Co. 

Girder  Balls 

Bethlehem  Steel  Co. 
Lorain  Steel  Co. 

Gongs  (See  Bells  and  Gongs) 

Grease 

Texas  Co..  The 

Grinders,  Portable 
Railway  Trackwork  Co. 

Orialen,    Portable    Eleetrle 
Railway    Trackwork    Co. 

Orlndter  Bricks  and   Wheels 
Railway  Trackwork  Co. 

Guard  Ball  Clampt 

Lorain    Steel    Co. 
Ramapo  Ajax  Corp. 

Onard  Balls,  Tee  Ball  A 
Manfmnese 
Bamapo   Ajax   Corp. 
Wm.  Wharton.  Jr.  &  Co. 

Guards,    Trolley 

Elec.   Service  Supplies  Co. 
Ohio   Brass  Co. 

Barns,   Trolley 

Columbia    Machine    Works 
Elec.    Service    Supplies    Co. 
Nnttall  &  Co..   R.  D, 
Ohio    Brass    Co. 
Star  Brass  Works 

Headlights 

Elec.   Service  Supplies  Co. 
(Jeneral   Electric  Co. 
Ohio  Brass  Co. 

Headlining 
Columbia    Machine    Works 
Haskelite  Mfg.  Corp. 

Heaters,  Bos 

Nichols-Lintern    Co. 

Heaters,   Oar    (Eleetrir) 

Consolidated  Car  Hf.iling  Co. 
Gold    Car    Heat.    &    iAit.   Co 
R.iilway    Utility   Co. 
Smith  Heater  Co..  Peter 

Heaters.   Car,   Hot   Air  and 
Water 
Smith  Heater  Co..  Peter 

Heaters,  Car  Store 

Smith    Heater   Co..    Peter 

Belmeta,   Welding 

Railway    Trackwork     Co. 
Una  Welding  &  Bonding  Co. 


Hoists  &  Lifts 

Columbia   Machine   Works 

Hose,  Bridges 

Obiu  Brass  Co. 

Hose,  Pneumatic 

Westinghouse  Traction 
Brake  Co. 

Instruments,    Measuring, 
Testing   and    Recording 

American   Steel   &    Wire   Co. 
General    Electric    Co. 
National   Ry.   Appliance  Co. 
Westinghouse  E.  &  M.  Co. 

Insulating    Cloth,   Paper    and 
Tape 

General  Electric  Co. 
Irvington    Varnish    &    Ins. 

Co. 
Okonite  Co. 

Okonite-Callender  Cable   Co. 
Westinghouse  E.  &  M.  Co. 

Insulating    Silk 

Irvington    Varnish    &    Ins. 
Co. 

Insulating    Varnishes 

Irvington    Varnish    &    Ins. 
Co. 

Insulation    (See   also   Paints) 

Electric  Ry.   Equipnienl  Co. 
Elec.   Service   Supplies   Co. 
Irvington    Varnish    &  Ins. 

Co. 
Okonite   Co. 

Okonite-Callender  Cable  Co. 
Westinghouse  E.   &  M.  Co. 

Insulation    Slots 
Irvington   Varnish    St  Ins. 
Co. 

Insulator    Pins 

Elec.   Service   Supplies  Co. 
Ohio    Brass    Co. 

Insulators    (See   also   Line 

Materials) 
Elec.   Ry.   Equipment  Co. 
Elec.    Service    Supplies    Co. 
General    Electric    Co. 
Irvington   Varnish  &  Ins. 

Co. 
Ohio  Brass  Co. 
Westinghouse  E.  &  M.  Co. 

Interior    Side    Linings 

Haskelite   Mfg.   Corp. 

Jacks    (See  also  Cranes, 
Hoists    and    Lifts) 

Columbia  Machine  Works 
Elec.    Service    Supplies    Co. 

Joints.  Rail 

(See  RaU  Joints) 

Journal  Boxes 
Bemis  Car  Truck  Co. 
Brill  Co..  The  J.  G. 
Cincinnati   Car   Co. 

Lamp  Guards  and  Fixtures 

Elec.   Servile   Supplies  Co. 
Westinghouse  E.  &  M.  Co. 

Lamps,    Arc    A    Incandescent 
(See    also    HeadUghts) 
General    Electric    Co. 
Westinghouse  E.  &  M.  Co. 

Ijunps,   Signal   and    Marker 

Klpc.    Service    Supplies    Co. 
Nichols-Lintern  Co. 

Lanterns,   Classlfleatlon 

Nichols-Lintern    Co. 

I.iett«r   Boaads 
(^'incinnati  Car  Co. 
Haskelite   Mfg.   Ck>rp. 

Lighting    Fixtures,    Interior 

Electric  Service  Supplies  Co. 

Lightning    Protection 

Elec.   Service   Supplies  Co. 
General   Electric  Co. 
Westinghouse  E.   &  M.  Co. 

Line  Material  (See  also 
llracketN.  Insulators, 
Wires,   etc.) 

Electric  Ry.  Equipment  Co. 

Klec.    Service   Supplies    Co. 

General    Electric   (^o. 

Ohio   Brass  Co. 

Westinghouse   E.    &  M.   Co. 

I.oeklng  Spring  Boxes 

f..orain  Steel  Co. 

Wm.  Wharton.  Jr.  &  Co. 

Locomotives,   Electric 

fiiiciriiijiti   Car  Co. 
Ccncral    Electric  Co. 
Westinghouse  E.  &  M.  Co. 

I.nhrieants 
Texas  O)..  The 

Manganese  Steel  Guard  Ralls 

Katnapo    Ajax    Corp. 
Wm.  Wharton.  Jr..  &  Co. 

Manganese    Steel    Caatlngii 

BemlB  Car  Truck  Co. 
Lorain   Steel  Co. 


Manganese,  Steel,  Special 
Track  Work 

Bethlehem  Steel  Co. 

Wm.    Wharton.    Jr.    &    Co. 

Manganese  Steel   Switches 
Frogs   and    Crossings 

Bethlehem   Steel  Co. 
Lorain    Ajax    Corp. 
Ramapo   Ajax    Corp. 
Wm.   Wharton.  Jr.  &  Co. 

Mirrors.    Inside    &   Outside 

Ciuciiiiiati   Car  CIo. 

Motor  Buses,   (See  Buses) 

Motors.    Electric 

General   Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Motor.  Generators  &  Controls 
for    Electric    Ruses 

General    Electric    Co. 

Motorman's  Seats 
Brill   Co..   The  J.  G. 
Cincinnati    Car    Co. 
Elec.    Service   Supplies   Co. 
Heywood-Wakefield  Co. 

Nuts   and   Bolts 

Bemis  Car  Truck  Co. 
Cincinnati  Car  Co. 

Oil 

Texas  Co..  The 

Omnibuses    (See   Buses) 

Oiy-Acetylene     (See    Cutting 
Apparatus) 

Packing 

Westinghouse    Traction 
Brake   Co. 

Paints  and   Varnishes 
(Insulating 
Elec.    Service    Supplies    Co. 
Irvington    Varnish   &  Ins. 
Co. 

Paints  &  Varnishes.  Railway 
National  Ry.  Appliance  Co. 

Panels,  Outside,  Inside 

Haskelite  Mfg.   Corp. 

Paving    Materials,    Vitrifled 
Brick 

National    Paving   Brick 
Mfrs.  Assn. 

Pickup,  Trolley   Wire 

Elec.    Service    Supplies   Co. 
Ohio   Brass   Co. 

Pinion   Pullers 

Elec.    Service   Supplies   Co. 

Pinions    (See  Gears) 

Pins,   Case   Hardened,    Wood 
and  Iron 
Ohio   Brass  Co. 
Westinghouse  Traction 
Brake    Co. 

Pipe   Fittings 
Standard  Steel  Works 
Westinghouse  Tr.  Brake  Co. 

Planers   (See  Machine  Tools) 

Plates  for  Tee  Rail  Switches 

Ramapo    Ajax    Corp. 

Pliers,   Rubber   Insulated 

Elec.   Service   Supplies  Co. 

Plywood    Roofs.   Hradllnlngs, 
Floors.    Interior    Panels, 
Bulkhi'adn,    Tmss    Planks 
Haskelite  Mfg.  Corp. 

Pole  Line  Hardware 

Bethlehem    Steel    Co. 
Elec.    Service    Supplies   Co. 
General   Electric  Co. 
Ohio   Brass  Co. 

Poles,  Metal  Street 

Bates  Expuriiled   Steel  Truss 

Co. 
Elec.  Ry.  Equipment  Co. 

Poles,  Ties.    Posts.   Piling   & 
Lumber 

Bell    Lumber    Co. 

J.   F.   Prettyraan   &  Son 

Poles    and    Ties.    Treated 
Bell    Lumber   (^o. 
J.   F.   Prettyman   &  Son 

Poles,  Trolley 

Elec.    Service    Supplies    Co. 
Nuttall   Co.,   R.   D. 

Poles,  Tubular  Steel 

Elec.   Hy.   Kciuipment  Co. 
Elec.   Service   Supplies  Co. 

Portable    3rinders 
Railway  Trackwork  Co. 

Potheads 

Okonite  Co. 

Okonite-Callender  Cable  Co.. 
Inc. 

Power  Saving  Devices 
National  Ry.  Appliance  Co. 

Pressings,  Special  Steel 

Clnciimati    Co. 


Pressure,    Regulators 

General    Electric   Co. 
Westinghouse  E.  &  M,  Co, 
Westinghouse    Traction 
Brake   Co. 

Punches.    Ticket 

International  Cash  Register 
Co.,    The 

Rail    Braces    and    Fastenings 

Ramapo    Ajex    Corp. 

Rail   Filler 

Carey  Co..  The  Philip 

Roil  Grinders   (See  Grinders) 

Rail  Joints 

Carnegie  Steel  Co. 
Rail   Joint   Co. 

Rail  Joints,  Welded 

Lorain   Steel    Co. 

Rail  Welding 

Railway    Trackwork    Corp. 
Una  Welding  &  Bonding  Co. 

Rails.   Relaying 
Foster  &  Co..  L.  B. 

Rails.  Steel 

Carnegie  Steel  Co. 
Foster  &  Co..  L.  B. 

Railway  Safety  Switches 

Consolidated   Car   Heating 

Co. 
Westinghouse  E.  &  M.  Co. 

Rattan 

Brill  Co.,  The  J.   G. 

Elec.    Service    Supplies    Co. 

Hale-Kilburn    Co. 

Rattan  Car  Seat,  Webbing 
Heywood-Wakefield    Co. 

Registers   and    Fittings 
Brill  Co.,  The  J.  G. 
Cincinnati  Car  Co. 
Elec.    Service    Supplies   Co. 
International   Cash    Register 
Co.,  The 
Money  Meters,  Inc. 

Reinforcement,    Concrete 

American  Steel   &  Wire  Co. 
Bethlehem   Steel  Co. 
Carnegie   Steel    Co. 

Repair  Shop  Appliances  (See 
also  Coll   Bunding  and 
Winding   Machines) 

Elec.    Service    Supplies    Co 

Repair  Work    (See  also 
Coils) 
Westinghouse  E.  &  M.  Co. 

Renlacers.   Car 

Cincinnati  Car  Co. 

Elec.    Service    Supplies   Co. 

Resistance 
Consolidated    Car    Heating 

Co. 
General  Electric  Co. 

Resistance,   Wire  and  Tube 
Westinghouse  E.  &  M.  Co. 

Retrievers.  Trolley    (See 
Catchers  and   Retrievers 
Trolley) 

Rheostats 

General  Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Roof  Covering 
Chase   &  Co..   L.  C. 

Roofing,  Car 
Haskelite  Mfg.  Corp. 

Roofs,  Car  and  Bus 

Haskelite   Mfg.    Corp. 

Sanders,  Track 

Urill   Co..  The  J.   G. 
Elec.    Service    Supplies    Co. 
Nichols-Lintern    (5o. 
Ohio    Brass    Co. 

Sash    Fixtures,  Car 

Brill   Co.,   The  J.  G. 
Cincinnati  Car  Co. 

Sash.  Metal  Car  Window 

Hale-Kilburn  Co. 

Scrapers.    Track    (See    Clean- 
ers   and    Scrapers    Track) 

Screw    Drivers.    Rubber 
Insulated 

Elec.    Service   Supplies   Co. 

Seating   Materials 
Brill   Co..  The  J.  G. 
Hale-Kilburn    Co. 
Heywood-Wakefleld  Co. 

Seats.  Bus 
Urill   Co  .    The  J.   O. 
Hale-Kilbnrn    Co. 
Heywood-Wakefield  Co. 

Scats,  Car   (See  also  Rattan) 

Brill  Co..   The  J.  O. 
Cincinnati  Car  Co. 
Hale-Kilburn  Co. 
Heywood-Wakefleld  Co. 


Second   Hand   Equipment 

Cincinnati  Street  Railway 

Co. 
Omaha.  Lincoln  &  Beatrice 

Rlwy.  Co. 

Shades.    Vestibule 
Brill   Co..   The  J.   G. 
Cincinnati  Car  (jo. 

Shovels 
Brill  Co..  Tbe  J.  G. 

Shovels,  Power 
Brill  Co..  The  J.  G. 

Side  Bearings    (See  Bearings 
Center  and  Side) 

Signals,    Car    Starting 
Consolidated    Car     Heating 

Co. 
Elec.     Service    Supplies    Co. 
National   Pneumatic  Co. 

Signals,    Indicating 
Nichols-Lintern    Co. 

Signal    Systems,    Block 

Elec.    Service    Supplies    Co. 
Nachod    and    United    States 

Electric  Signal  Co. 
Union  Switch   &  Signal  Co. 

Signal    Systems,    Highway 
Crossing 

Nachod    and    United    States 
Electric  Signal   Co. 

Slack    Adjusters    (See    Brake 
Adjusters) 

Sleet   Wheels  and   Cutters 
Cincinnati  Car  Co. 
Columbia    Machine    Works 
Elec.    Ry.    Equipment   Co. 
Elec.    Service   Supplies    Co, 
Nuttall    &   Co.    R.   D. 

Smokestacks,  Car 

Nichols-Lintern    Co. 

Snow  Plows 
National  Ry.  Appliance  Co. 

Snow-Plows,  Sweepers  and 
Brooms 

Brill    Co..    The   J.    G. 
Columbia    Machine    Works 

Snow  Sweeper,  Rattan 

J.   G.   Brill   Co. 
Heywood-WakeQuld  Co. 

Soldering  and    Rrnzlns 

Apparatus     (See    Welding 
Processes    and    Appauitus) 

Special  Adhesive  Papers 

Irvington    Varnish   &   Ins. 
Co. 
Special  Trackwork 

Bethlehem  Steel  Co. 

Lorain   Steel   Co. 

Wm.  Wharton,  Jr,  &  Co, 

Spikes 

American  Steel  &  Wire  Co, 

Splicing  Compounds 
Westinghouse  E,  &  M.  Co. 

Splicing  Sleeves   (See  Clamps 
and  Connectors) 

Springs 
National  Ry.  Appliance  Co. 

Springs,  Car  and  Truck 

American  Steel  Foundries 
American  Steel  &  Wire  Co. 
Bemis  Car  Truck  Co. 
Brill  Co.  The  J.  G. 
Cincinnati  Car  Co. 
Standard  Steel  Works 

Sprinklers,  Track  and  Road 
Brill  Co..  The  J.  G. 

Steel,  Electric  Furnace 

Timken   Roller   Bearing  Co. 

Steel.   Open  Hearth 
Timken    Roller   Beariiig   Co. 

Steel  and  Steel  Products 
American  Steel  &  Wire  Co. 
Carnegie  Steel  Co. 

Steps.  Car 

Brill  Co..  The  J.  G. 
Cinciniiati  Car  Co. 

Stokers.  Mechanical 
n.ilieor.k    &    Wilcox   Co. 
Westinghouse  E.  &  M.  Co. 

Stop  Signals 
Nichols-Lintern  Co. 

Storage  Batteries    (See  Bat> 

tei'ies,  Stiirnge) 
Strain  Insulators 

Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Ohio  Brass  Co. 
Westinghouse  E.  &  M.  Co. 

Strand 
American  Steel   ic  Wire  Co. 
Roebling's  Sons  Co.,  J.  A. 

Street  Cars    (See  Cars, 
Piuisenger,    Freight, 
Express) 

Superheaters 
Babeock  &  Wilcox   Co. 

(Continued  on  page  36) 


June  9,  1928 


ELECTRIC  RAILWAY  JOURNAL 


35 


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I  The  DIFFERENTIAL  CAR  I  i 


THE  WORLD'S  STANDARD 


Standard  on 

60  Railways  for 

Track  Maintenance 
Track  Construction 
Ash  Disposal 
Coal  Hauling 
Concrete  Materials 
Waste  Handling 
Excavated  Materials 
Hauling  Cross  Ties 
Snow  Disposal 


Use  These  Labor  Savers    =      i 


''IRVINGTON 


nn 


I  Black 

I    Varnished  Silk, 


and 
Varnished  Cambric, 


Yellow 
Varnished  Paper 


Differential  Crane  Car 

Clark  Concrete  Breaker 

Differential   3-way   Auto   Truck   Body 

Differential    Car    Wheel    Truck   and    Tractor 

THE  DIFFERENTIAL  STEEL  CAR  CO.,  Findlay,  O. 


I    Irv-O-Slot  Insulation  Flexible  Varnished  Tubing 

I  Insulating  Varnishes   and   Compounds 

I        Irvington  Varnish  8C  Insulator  Co. 

I  Irvington,  N.  J. 

Sales  Representatives: 

Mitchell-Rand  Mlg.  Co..  N.  T.       Prehler  Brothers  Inc..  Chicago 
E.  M.  Wolcott.  Eochester  White  Supply  Co.,  St.  Loais 

I.  W.  Levine,  Montreal  Clapp  &  LaMoree.  Los  Angelea 

A.  L.  Gillies.  Toronto  Martin  Woodard.  Seattle 

Consumers*  Rubber  Co..  Cleveland 


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1  B.  A.  HEOEMAN.   Jr.   President     H.  A.  HECEMAN.   First  Vlce-Pres.  and  Tre«B. 

I  F.  T.  SARGENT.   Secretary                       J.  M.  PRATT.  Vlce-Pres.  In  charite  ot  sales 

I  National  Railway  Appliance  Co. 

I  Graybar   BuIldinE,   4S0   Lexington   Aye.,   New   Tork 

I  BRANCH    OFFICES 

I  Munsey  Bldg..  Washington,  D.  C.        100  Boylston  St..  Boston,  Mass. 

S  Begeman-Castle  Corporation,  Railway  Exchange  Building.  Chicago,  111. 


RAILWAY  SUPPLIES 


£)iniiitiiiiiiiiiiiiiiniiiiiiiriiiiiiiiriiiriiiiiiiiiiitiiiiiiiiiiniiiiiiiiiiiiriiiiMniiiiiiiiiiiiiiiiiiniiiiiitiiiiiiiiiiiitiiiiiiiiiiitiiiriiiiiuiiniiiiiL' 


Tool    Steel    Gears    and    Pinions 
Anglo- American     Varnish     Co., 

Varnishes,    Enamels,   etc. 
National    Hand  Holds 
Genesco  Paint  Oils 
Dunham   Hopper  Door  Device 
Garland  Ventilators 
Walter  Tractor  Snow  Plows 
Feasible  Drop  Brake  Staffs 
Ft.    Pitt    Spring    &    Mfgr.    Co.. 

Spring^B 
Bell  Register  Fare  Boxes 


Flaxlinum   Insulation 

Economy   Electric  Devices   Co. 

Power   Saving   and   Inspection 
Meters 

National  Safety  Devices  Com- 
pany's Whistle  Blowers, 
Gong  Ringers  and  Brake 
Hangers 

Godward  Gas  Generators 

Cowdry   Automotive  Brake 
Testing  Machine 


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Advertisements  for  the 

Searchlight    Section 

Can   be  received  at  the  New 

York  Office  of  Electric 

Railway  Journal 

until  10  a,  m. 

Wednesday 


Gets  Every  Fare 

PEREY  TURNSTILES 
or  PASSIMETERS 

Use  them  in  your  Prepayment  Areas  and 
Street  Cars 

Percy  Manufacturing  Co.,  Inc. 

101   Park  Avenue,  New  York  City 


=      *HiiMiniiniHiiiniiiiiininiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiii)iiii)riiiiii(iiniiitiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiniiiiiiiiiiiiiitiiitiiiiiu 
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i  1  NACHOD  S  UNITED  STATES 

SIGNAL  COJNC 

LOUISVILLC.KY. 

BLOCK  SIGNALS 

FOR 

ELECTRIC  RAILWAYS 
HIGHWAY  CROSSING  SIGNALS 

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For  issue  out  Saturday 


0220 


CAR  COMFORT  WITH     HEATERS  I 

T  TTTT  TTV    regulators 

^  X  11^1  X  X        VENTILATORS 


13^8  Broadway      I 
New  York,  N,  T,  I 


2'.ill-:;';K     Inilinna     SI.  Write  for 

Chicago,  ni.  Catalogue 

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I      Better  equality  Seats 
i      For  Cars  and   Buses 


Hale-Kilburn  Co. 

1800  Lehigh  Ave.,  Philadelphia,  Pa. 


STUCKI 

SIDE 

BEARINGS 


A.  STUCKI  CO 
Oliver  BIdg. 
g  Pittsburgh,     Pa     \ 

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3 
I 

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I     RAIL  JOINTS     I 

I  The  Rail  Joint  Company  i 

I  165   Broadway,  New  York  City  i 

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36 


ELECTRIC  RAILWAY  JOURNAL 


June  9, 1928 


ALPHABETICAL  INDEX  TO  ADVERTISEMENTS 

This  index  is  published  as  a  convenience  to  the  reader.    Every  care  is  taken  to  make  it 
accurate,  but  Electric  Railway  Journal  assumes  no  responsibility  for  errors  or  omissions. 


Paee 

A 

American  Brass  Co.,  The 29 

American  Car  Co Third  Cover 

American  Steel  Foundries ....  8 
American  Steel  &  Wire  Co ...  .  30 
Anaconda  Copper  Minlner   Co...    29 

B 

Babcock  &  Wileojc  Co 29 

Bates  Expanded  Steel  Truss  Co.  24 

Beeler     Organization 28 

Bell   Lumber  Co 29 

Bemis   Car   Truck   Co 26 

Bethlehem  Steel  Co 33 

Brill  Co..  The  J.  G Third  Cover 

Buchanan  &  Laynp  Corp 28 

ByUcsby  Co..  H.  M 28 

0 

Carey    Co..    The   Philip 16 

Carnegie   Steel    Co 10 

Chase  &  Co..   L.   C 16 

Cincinnati  Street  B'lw'y  Co....  31 

Cincinnati   Car   Co 17 

Cleveland  Fare  Box  Co 30 

Collier.   Inc..  Barron  G 23 

Columbia    Machine    Works 27 

Consolidated  Car  Heating  Co .  . .  36 

D 

Day  ft  Zimmerman,   Inc 28 

DUterential  Steel  Car  Co..  The.  .   35 

B 

Electric    Equipment    Co 31 

Electric  Ry.  Equipment  Co ...  .  20 
Electric   Service  Supplies  Co .  .  .      9 


Page 
F 

Faile    &   Co.,    E.   H 38 

Ford,    Bacon   &   Davis 28 

"For   Sale"   Ads 31 

Foster  &  Co.,  L.  B 20 

O 

General  Electric  Co 18 

Gold  Car  Heating  &  Lighting  Co.   30 

H 

Hale-Kilburn    Co 35 

Haskelite    Mfg.    Corp .  .  .  Back    Cover 

"Help   Wanted"    Ads 31 

HemphUl   &  Wells    28 

Heywood-Wakefield    Co 21 

Hoist  Englehardt  W 28 

I 

International    Register    Co.,    Tlie  tJi) 

International    Steel    Tie    Co ...  .  7 
Irvington    Varnish    ft    Insulator 

Co 35 

J 

Jat-kson.  Walter    28 

Johnson  Fare  Box  Co 20 

■ 

Kelker,  DeLeuw  ft  Co 28 

Kuhlman  Car  Co Third  Cover 

I, 

Lorain  Steel  Co 30 


Page 
H 

McClellan  &  Junkersfeld 28 

McGraw-Hill     Book     Co 20 

Money  Meters,  Inc 30 

Morganite  Brush  Co.,  Inc 22 


N 

Nachod  and  U.  S.  Signal  Co.  ..  35 

National    Bralte    Co.,    Inc 11) 

National    Paving   Brick   Mfrs. 

Ass'n 22 

National  Pneumatic  Co 13 

National  Ry.  Appliance  Co 35 

Nichols    Lintern    Co 29 

Nuttall  &  Co.,  R.  D.. Second  Cover 

O 

Oakite    Products.    Inc 26 

Ohio    Brass    Co 5 

Okonite-Callender   Cable   Com- 
pany,    Inc.,     The 30 

Okonite    Co.,    The 30 

Omaha.   lincoln   L  Beatrice 

R'lw'y    Co 81 

P 

Percy   Mfg.    Co..    Inc 35 

Positions   Wanted   and   Vacant.  .  31 

Prettyman  ft  Sons,  J.  P 27 


R 

Rail    Joint    Co 36 

Railway    Track-work     Co 6 

Railway   Utility   Co 36 


Page 

Ramapo  Ajax  Corp 29 

Richey,  Albert    28 

Roebling's  Sons  Co.,  John  A .  .  .   30 


Sanderson    &    Porter    28 

Searchlight   Section    31 

Smith    Heater   Co.,    Peter 30 

Standard  Steel  Works  Co 27 

Star    Brass   Works 29 

Stevens   ft  Wood.   Inc 29 

Stone  ft  Webster    28 

Stucki    Co.,    A 35 

T 

Texas    Company,    The 1* 

Timken  Roller  Bearing  Co.,  The  12 


Una  Welding   ft   Bonding   Co...   30 
Union  Switch  ft  Signal  Co..  The  24 


"Want"    Ads     31 

Wason    Mfg.    Co Third    Cover 

Westinghouse  Elec.  ft  Mfg.  Co..  4 
Westinghouse  Traction  Brake  Co.  11 
Wharton.  Jr.  ft  Co..  Inc..  Wm..  30 
"What  and  Where  to  Buy" 

32.  34.  36 
White  Company.  The.  .Front  Cover 
White  Eng.  Corp..  The  J.  G.  .  .  .  28 
Wish    Service.   The   P.   Edw 28 


WHAT  AND  WHERE  TO  BUY— Continued  from  page  34 


Sweepers,  Snow    (gee  8now 
Plows,  Sweepers  and 
Brooms) 

flwitehes 

<3«neral  Electric  Co. 

Bwiteh  Stands  and  rixtorea 

Ramapo-AJax  Corp. 

flwitehes.  Selector 

Nichols-Lintem  Co. 

Switches  and  Swltehboard* 

Consolidated  Car  Heatlnr    . 
Co. 
Elec.   Service  Supplies  Co. 
Westinghouse  E.  ft  M.  Co. 

SwHehes,  Tee  Ball 

Ramapo-Ajax  Corp. 

Switches,  Track    (See  Track 
Special  Work 

Tampers,  Tie 

Railway  Trackwork  Co. 

Tapes  and  Cloths   (See  Insn- 
latinr  Cloth,   Paper  and 
Tape) 

Tee  Rail  Special  Track  Hork 
Lorain  Steel  Co. 
Ramapo-Ajax  Corp. 

Telephones  and  Parts 

Elec.  Service  Supplies  Co. 

Telephone  ft  Telexraph  Wire 
American  Steel  ft  Wire  Co. 
John  A.  Roeblings  Sons  Co. 

TeslInK      Instruments       (See 
Instrnments,   Measarlnc, 
Testing,  etc.) 

Thermostats 
Consolidated   Car   Heating 

Co. 
Gold  Car  Heating  ft  I.,lght- 

Inr  Co. 
Baflway  millty  Co. 
Smith  Hester  (;o.,  Peter 


Ticket  Choppers  and 

Dcstroyem 
Elec.  Service  Supplies  Co. 

Ties  and  Tie  Rods,  Steel 

Carnegie  Steel  Co. 
International  Steel  Tie  Co. 

Tics,  Wood  Cross  (See  Poles, 
Tics,  Posts,  etc.) 

Tokens 

Johnson   Fare  Box  Co. 

Tongue  Switches 

Wm.  Wharton,  Jr.  ft  Co. 

Tools,    Track    ft    Mlscellane- 

OUH 

American  Steel  ft  Wire  Co. 
Columhi.-i  Ma<hine  Works 
Elec.  Service  Supplies  Co. 
Railway   Trackwork   Co. 
Ramapo-AJax    Corp. 

Towers  and  Transmission 
Stroctare 

Bates  Expanded  Steel  Truss 

Co. 
Westinghouse   E.   ft  M.  (To. 

Track  Grinders 

Railway  Trackwak  Co. 
Ramapo-AJax    Corp. 

Track,   Special   Work 
Columbia    Machine    Works 
Ramapo-AJax  Corp. 

Trackless  Trolley  Cars 

Brill    Co..    The  J.   O. 

Transformers 
General   Electric  Co. 
Westinghouse   E.   ft  M.   Co. 

Treads,  Safety  Stair, 
Car  Step 
Cincinnati   Car  C!o. 

Tree  Wire 
Okonltc  Co. 
Okonite-Callender  Cable  Co. 


Trimming  Materials 
Chase    4   ('o..   L.  C. 

Trolley  Bases 
Nuttall  ft  Co..  B.  D. 
Ohio  Brass  Co. 

Trolley  Bases,  Retrlevlnc 
Nuttall  ft  Co..  B.  D. 
Ohio  Br.isH  Co. 

Trolley   Buses 

Brill   Co..  The  J.  G. 
Westinghouse  E.  ft  M.  Co. 

Trolley  Material,  Overhead 

Elec.   Service  Supplies  Co. 
General   Electric  Co. 
Ohio   Brass  Co. 
Westinghouse   E.   ft  M.  Co. 

Trolley  Pins 

Bemis  Car  Truck  Co. 

Trolley  Wheel  Bnshlncs 

Star   Brass    Works 

Trolley   Wheels    (See   Wheels 
Trolley) 

Trolley  Wire 

American    Brass   Co. 
American  Steel   &  Wire  Co. 
Anaconda    Copper    Min.    Co. 
Roebling's  Sons  Co..  J.  A. 

Tracks,  Car 

Bemis  Car  Truck  Co. 
Brill   Co..   The  J.   Q. 
Cincinnati  Car  Co. 

Tmss  Planks 
Haskelite  Mfg.  Corp. 

Tubing,    Steel 
Timken   Holler   Bearing  Co. 

Tubing,  Yellow  and  Black 
Flexible  Varnish 

Irvington    Varnish    &    Ins. 
Co. 

Tnrblnes,  Steam 
General   l^iectric  Co. 
Westinghouse   E.   ft  M.   Co. 


Tnrn  tables 

Elec.  Service  Supplies  (3o. 

Tnrnstlles 

Elec.  Service  Supplies  Co. 
Percy  Mfg.  Co..  Inc. 

Upholstery 

Chase   ft  Co..   L.  C. 
Valves 

Ohio  Brass  Co. 

Westinghouse  Traction 
Brake  Co. 
Varnished    Papers    and    Silks 

Irvington    Varnish    ft    Ins. 
Co. 
Ventilators,  Car 

Brill  Co.,  The  J.  G. 

Cincinnati    Car   Co. 

Consolidated  Car  Heating 
Co, 

Nlchols-Llntern  Co. 

Nat'l  Ry.  Appliance  Co. 

Railway  Utility  Co. 
Vestibole    Linings 

Haskelite  Mfg.  Corp, 
Welded  Rail  Joints 

Railway  Trackwork  Co. 

Una  Welding  ft  Bonding  Co. 

Welders,  Portable  Electric 

General   Electric  Co. 
Ohio  Brass  Co. 
Railway  Trackwork  Co, 
Una  Welding  ft  Bonding  Co. 
Westinghouse   E.   ft  M.   Co. 

Welders,  Rail  Joint 

General   Electric  Co. 
Ohio  Brass  Co. 
Railway  Trackwork   Co. 

Welding  Processes  and 
Ajiparatus 

Ohio    Brass   Co. 
Railway  Trackwork   Co. 
Una  Welding  ft  Bonding  Co. 
Westinghouse  E.  ft  M.  Co. 
Welding,   Steel 
Railway  Trackwork  Co. 
Roebling's  Sons  Co..  J.  A. 


Welding  Wire 
American  Steel   ft  Wire  Co. 
Railway  Trackwork  Co. 
Roebling's  Sons  Co..  J.  A. 

Welding  Wire  and  Rods 

Railway  Trackwork   Co. 

Wheel  Guards  See  Fenders 
and  Wheel  Guards) 

Wheel  Presses    (See  Machine 
Tools) 

Wheels,    Car,    Steel    ft    Steel 
Tire 

American    Steel    Foundries 
Bemis  Car  Truck  Co. 
Carnegie  Steel  Co. 
Standard  Steel  Works 

Wheels,  Trolley 
Columbia  Machine  Works 
Elec.    Ry.    Eauipment   Co. 
Elec.  Service  Supplies  Co. 
National  Bearing  Metals 
Corp. 
Nuttall  ft  Co.,  R.  D. 
Ohio  Brass  Co  . 
Star  Brass  Works 

Whistles,  Air 

Ohio  Brass  Co. 
Westinghouse  E.  ft  M. 
Westinghouse    Tractioa 
Brake   Co. 

Window  Guards  A  FIttInt 

Cincinnati  Car  Co. 

Wire  Rope 
American  Steel  ft  Wire 
Roebling's  Sons  Co..  J.  A«] 

Wires  and  Cables 

American    Brass   Co. 
American  Steel   &  Wire_ 
Anaconda  Copper  Min. 
General  Electric  Co. 
Okonite   Co. 
Okonite-Callender  Cable  < 

Inc. 
Roebling's  Sons  Co..  J. 
Westinghouse    E.    ft  M. 


I 


June  9, 1928 


ELECTRIC   RAILWAY  JOURNAL 


:'v\* 


■Ajf  •i'--i, 


The  gross  revenue  from  the  operation  of  the  entire  property  of 
the  Cincinnati,  Hamilton  &  Dayton  Railway  during  1927  was 
4.9  per  cent  greater  than  in  1926.  This  increase  in  business 
was  obtained  in  face  of  the  unusual  economic  conditions  which 
prevailed. 

New,  modern  cars  were  purchased  from  The  G.  C.  Kuhlman 
Car  Company  early  in  1927.  According  to  the  Electric  Rail- 
way Journal,  May  12,  a  very  substantial  and  immediate  increase 
in  traffic  resulted  from  this  improved  service  and  at  the  same 
time,  marked   reductions  in  operating  expenses  were  effected. 

Write  for  the  Brill  Car  Catalog  and  learn  why 
traffic  responds  to  Brill  Alodern  Cars. 

HI  The  J.  G.  Brill  Company  H 

AMcmcAN    Car    Ca    —       C.C. Kumlman  Car  Co.     —      Wason    Manfc  Ca 

ST    1.0UIB      f-AO.  Cl-CVCUAf«*O.OMiO  B»n  ir^OriC  I.D.  MASS 


^.■^'^■?' 


* » ;     v-    ,»;'    •  •    ..  *  :     -^  ..    ■*« 


Brill  Modem  Cars 


.<?■' 


%V 


;^^^^i 


'VxV 


^^^j. 


dion 


Canadian  National 
Railways 
Montreal,  Que. 

In  7  Diesel  Cars  HASKELITE 
used  for  roofs,  baggage  and  pas- 
senger linings  below  windows, 
baggage  room  lining  at  windows, 
above  windows  and  headlinings. 
PLYMETL  used  for  engine 
room  lining  and  sound-proof 
partitions.  On  a  later  order 
HASKELITE  used  for  head- 
linings. 

Hamilton  Street  Ry. 
Hamilton,  Ont. 

24  cars  built  by  National 
Steel  Car  Co.with  HASKELITE 
roofs,  headlinings,  PLYMETL 
sides  and  skirts. 


Montreal  Tramways 
Montreal,  Que. 

50  cars  built  by  Canadian  Car 
8b  Foundry  with  PLYMETL 
sides.  HASKELITE  used  for 
ceilings  of  50  cars  built  by 
Canadian  Car  86  Foundry  Co. 
PLYMETL  used  for  repairs. 
30  buses  with  HASKELITE 
headlinings  and  an  articulated 
car  with  HASKELITE  head- 
linings. 

Saskatoon  Street  Ry, 
Saskatoon,  Sask. 

National  Steel  Car  Corp., 
Ltd.,  used  HASKELITE  and 
PLYMETL  on  4  cars  for  roofs, 
ceilings,  frieze,  vestibule  frieze 
and  side  sheating  below  windows. 


a?ORONTO 
HAMILTON 

Quebec  Street  Ry.  Co. 

Quebec,  Que. 

HASKELITE  used  for  bulk- 
heads and  seat  backs  of  Quebec 
Cars. 

Buses  in  Many  Cities 

HASKELITE-equipped  buses  are 
operated  in  many  Canadian  cities  in- 
cluding Toronto,  Montreal,  Hamilton 
and  London.  Among  the  companies 
operating  such  buses  are: 

City  of  Hamilton  (Hamilton) 
Dominion  Power  fis  Transmission  Co. 

(Hamilton) 
Hamilton  Street  Railway  Co.  (Ham- 
ilton) 
London  Street  Railway  Co.  (London) 
Montreal  Tramways  (Montreal) 
Toronto  Transportation  Commission 

(Toronto) 
Winnipeg  Electric  Co.  (Winnipeg) 
Temiskaming    &    Northern    Ontario 
Ry.  Co. 


Haskelite  Manufacturing  Corporation 

120  S.  LaSalie  Street,  Chicago,  Illinois 

Railway   Repremtntativea ; 

Economy  Electric  Devices  Co.,  37  W.  Van  Buren  St.,  Chicago.  Grayaon  Bros.,  600  LaSalle  BIdg.,  St.  Louis,  Mo. 

Railway   fls   Power   Engineering   Corp.,   Ltd.,   Toronto,   Ont..   Canada 


Kll.I6-9-Ora.v 


« 


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,W  y 


-VA-^  <v 


ElECTmC  RAIIWAY 
JOURNAL 


■Hill  I'libiisliin^  Company,  [nc. 


JUNE  16,  1928 


Twenty  Cents  R 


Isioi 


o\^ 


.\^' 


30 


.# 


t^ 


3# 


S^ 


S 


^  PEED    truc^^^carrying   Comt^i^ion    Tampers  .-n^i 

and  otl^  track  building. \1^5uipment  are  no^^ 
available  for  demonstration^  and  service.  These 
trucks  will  carry  direct  to  your  property  a  com- 
pression tamper  for  demonstration,  ^^jm^y're  on  the 
nation's  highway  now-one  of  them  is  in  your  terri- 
tory—write or  wire  tqday  and  you'll  have  a  demon- 
stMSfion — right  on  }^m  job — under  you^  own  working  ^t^ 
^O^nditions.     TJjfere's  no  obligation^^^feurse.  -<\\3^ 

^0^      These  tia]^s  will  also  delive<4^mpression  ta^^^ers 
to  your  job,  and  call  for  them  when  the  job'swnished. 

THE  INTERNATIONAL  STEEL  TIE  CO 
CLEVELAND,  OHIO 

SIIEL  TWIN  TIE  TRACK 

THE    BASE    OF     MODERNIZATION 


ELECTRIC  RAILWAY  JOURNAL 


June  16, 1928 


EFFICIENCY 


^  is  increased 
by  the  greater  use  of 

Modern  Renewal  Parts 


A  Few 
Westinghous( 
Modern 
Renewal  Pai 


1  Compensating  Fingen. 

2  Twin  Washer  Fingers 

for  Brushholders. 

3  Oil  Seal  Housings. 

4  Square  Wire  Armat^wJ 

Coils 

5  Detachable  Box  BruD 

holders 

6  Westinghouse  Car 

Brushes 


ic^^ti 


ts 


l5ai 


Westinghouse 
Renewal   Parts 

reduce 

Maintenance 
Costs 


tandardization 

V^s  advanced  wK8fi^§ 

osts 

through  increa^^" 
Nygduced  Steele  requirements. 

^pe^Mc^lit^^^^^^^^^         I 

is  inagroved  |H^^ervice  delays  redui 
Maintenance  Efficiency 

is  au  torn  at  i  caHy  t 
iplacemeQtSi-^'^ 


Westinghouse  Electric  &.  Manufacturing  Company 
East  Pittsburgh  Pennsylvania 

Salci  Officei   in   All   Principal   Citiea  of 
the  United  Slatci  and  Foreign  Countriei 


W^tlDgllOUS 


UORRIS  BUCK 
Managing  Editor 


JOBN  A.  MILLER,  Jb. 
Aasociate  Editor 


CLARENCE  W.  SQUIER 
Associate  Editor 


OEOBOE  J.  MaoMURRAT 

News  Editor 


G.  W.  JAMES.  Jb 
Assistant  Editor 


Charles  Gordon,  Editor 


LOUIS  F.  8TOLL 
General  Manager 


HENRY  W.  BLAKE 
Senior  Editor 
L  H.  CHURCH 
Assistant  Editor,  Clilca^o 
PAUL  WOOTON 
Wasliington  Correspondent 
ALEX  McCALLUM 
Editorial  KepresentatUe 
London,  England 


Vol.  71.  No.  24 


June  16,  1928 


Pages  969-1016 


CONTENTS 


I 


Careful  Overhauling  of  Motors  Prevents  Service  Interruptions    972 

By  Clarence  W.  Squier 

Complete,  modern  shop  tools  and  equipment  and  highly  systematized  methods 
make  the  motor  overhauling  conducted  by  the  Brooklyn-Manhattan  Transit 
Lines  in  its  Coney  Island  shops  a  worthy  example  for  any  electric  railway. 
This  article  outlines  the  overhaul  methods  and  machines  used. 


Cologne  Lays  Tracks  Without  Ties 979 

By  R,  SCHWANTER 

The  author  tells  of  the  method  of  constructing  track  in  Germany,  Inasmuch  as 
no  ties  are  used  and  the  rails  are  laid  on  longitudinal  concrete  beams  the  method 
is  of  particular  interest. 

Oil -Sealed  Housings  for  Railway  Motors  ♦  . 982 

By  W.  H.  AusTRY 

With  only  a  nominal  cost  for  oil-sealed  housings  and  axle  caps  it  is  possible  to 
realize  an  appreciable  saving  in  armature  and  axle  bearings  by  increasing  their 
lives  from  two  to  three  times.     Also,  constant  attention  to  oil  levels  is  unnecessary. 

Editorials 969      New  Quarters  Occupied  by  Brooklyn  Companies ,  .  .  .977 

A  Symbol  of  Achievement  Solving  the  Car  Painting  Problem  in  Seashore  Climate .  978 

Improved  Methods  and  Equipment  Will  Produce  Needed 

Economies  Maintenance  Costs  Reduced  by  New  Equipment 984 

Prosperity  Comes  to  Canada  , ,  .  r^        r^, 

^,  ,    ,T  ,       r     ,.    ,•       iir-ii  D  J        r-    1     i  Mamtenance  Data  Sheets 985 

rhorough  Motor  Inspection  IV tU  Keauce  Cost  of 

Intermediate  Repairs  r.  j.  Fennell  Wins  May  Prize 991 

Be  There  and  Speak  Up 

A  Hundred  Pounds  of  Sugar  at  a  Time— Or  Four  Pounds      ^^'^^  Prescott  Inspects  the  Shop 992 

Another  Argument  for  New  Equipment  Is  30  to  1  Association  Activities .      993 

Dependability 
Bus  Expansion  Built  on  Profits  in  Pittsburgh  News  of  the  Industry 1002 

Next  Week — Car  Builder  Develops  Sample  1929  Street  Car 

McGRAW-HILL  PUBLISHING  COMPANY,  INC.,  Tenth  Ave.  at  36th  St.,  New  York,  N.  Y. 


JAMES  H.  McGRAW,  Prealdent 

JAMES  H.  McGRAW,  Jr.,  V.-Prea.  and  Treae. 

MAIXOLM  MUIR.  Vice-President 

EDWARD  J.  MEHREN,  Vice-President 

MASON  BRITTON.  Vice-President 

EDGAR  KOBAK.  Vice-President 

C.  H.  THOMPSON,  Secretary 


NEW  YORK  District  Office.  285  Madison  Ave. 
WASHINGTON.  National  Press  Building 
CHICAGO.  7  South  Dearborn  St. 
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CLEVELAND.  Guardian  Buildinp 
ST.  LOUIS.  Bell  Telephone  Buildinp 
SAN  FRANCISCO.  8S3  Mission  Street 
LONDON.  6  Bouverie  Street.  London.  E.  C.  4 


Kleothic  Bailwat  JornNAL  Is  official  corresDondent  In  the 
United  States  or  Union  Internationale  de  Tramways,  de  Chem- 
ins  de  fer  d'Intirfit  local  et  de  Transports  Publics  AutomobtleB 


Cable  Address  "Machinist.  K.  Y.' 

Publishers  of 
Engineering  News-Recorcj  American  Machinist 

Power  Chemical  and  Metallurgical  Engineering 

Coal  Age  Engineering  and  Mining  Journal 

Electrical  MerchandlsinE 

Ingenlerfa  Internacfonal         Electric  Railway  Journal 

Bus  Transportation  Construction  Methoda 

Electrical  World  Radio  Retailing 

Electrical  West 

(Publiahed  in  San  Francisco) 

American  Machinist — European  Edition 

(Published  in  London) 


The  annual  subscription  rate  Is  |4  In  the  United  btatei, 
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Change  of  Address — When  change  of  address  Is  ordered  tb« 
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Copyright.    1928.    by  McGraw-Hill  Publishing  Company.   Fnc. 
Published  weekly 
Entered    as    second-class    matter    June    23,    1908,    at   the    Poll 
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Niiniher  of  Copies  Printed  6,060 


Advertising  Index — Alphabetical,  68;  Classified,  64,  66,  68;  Searchlight,  63 


ELECTRIC  RAILWAY  JOURNAL 


June  16, 1928 


BETTER   RAIL,   BETTER   TRANSPORTATION 


A 

challenge 


Z^The  industry  meets  a  new  challenge. 
This  public  of  which  we  speak  so 
much  has  changed.  Its  habits  have 
changed.  Its  demands  have  changed. 
Particularly  is  this  true  as  regards 
transportation.  Speed,  convenience, 
comfort,  luxury!  That  is  what  to- 
day's public  wants,  and  there  are 
20,000,000  automobiles  in  the  coun- 
try to  prove  it !  J^ 

Electric  Railway  Journal 

And  only  on  good 
track  can  you  supply 
what  today's  public 
rightly  insists  on  get- 
ing. 


Ha^i^ 


9 


wor 


3132-48  East  Thompson  Street,  Philadelphia 

AGENTS: 
Chester  F.  Gallor.  60  Church  St..  New  York 
Chaa.   N.   Wood  Co..    Boston 
Electrical   BnglDeeriDK  &  Hfr.  Co.,  Pittsburgh 
P.  W.  Wood  KaUway  Supply  Co..  New  Orleans,  La. 
H.  F.  McDermott,  208  S.  LaSalle  St..  Chicago 
Eauipoient   &   Enguioerins  Co..  London 
yracar  &  Co..  Japan 


Eureka  Kiidial  Kail  Orinder 


Vulcnn  Kail  Grinder 


Reciprocating   Track   (irinder 


®2329 


"AJsx"  Bleetrle  Are  Welder 


BETTER      RAIL,      BETTER      T R A N S P O R T A T  I  O 


June  16,  1928 


ELECTRIC  RAILWAY  JOURNAL 


Less  Pomrer 

Lo-wer 
Maintenance 

Quicker  Welding 

Longer  life 

Better  and  Faster 
Car  Operation 


V::: 


Titon  Bond 

Large  contact  area  of  ter- 
minals, and  extreme  flexi- 
bility of  this  type  afford  an 
exceptionally  durable  bond. 
Adapted  to  standard  T-rail 
joints. 


u 


UNA  Bond 

The  O-B  UNA  Bond,  type 
CUA,  has  the  strands  of  the 
cable  encased  in  a  pressed 
copper  terminal,  which  fits 
into  the  UNA  carbon  mould. 
Thus,  when  the  welding 
rod  is  applied,  the  cable. 
terminal  and  copper  weld 
become  a  single  unit  with 
the  ball  of  the  rail. 


AW- 12  Bond 

Here  is  a  bond  that  can  be 
made  to  grip  the  rail  base 
before  welding,  just  by  a 
tap  of  the  hammer.  Heavy 
terminals  protect  the  de- 
posited metal. 


Cut  a  Slice  from  Each 

Expense  Dollar  ^wlth 

O-B  Copper  Arc-^w^eld 

Bonds 

THE  importance  of  an  efficient  track  circuit  is  readily  re- 
cognized.   The  use  then,  of  materials  to  best  produce 
this  efficiency  is  essential. 

By  bonding  with  O-B  Copper  Arc-Weld  Bonds,  using  O-B  Sili- 
con-copper welding  rod,  a  distinct  saving  in  operating  expense 
is  effected.  This  saving  cuts  quite  a  slice  out  of  each  operating 
dollar,  by  eliminating  certain  expense  factors  both  in  the  ap- 
plication of  the  O-B  Bonds  as  well  as  in  the  operation  of  cars. 

The  improved  designs  of  O-B  Copper  Arc- Weld  Bonds  permit 
easier  and  quicker  installation.  The  methods  of  copper  weld- 
ing employed  unites  the  rail,  terminal  and  cable  strands  into 
a  homogeneous  mass,  thus  assuring  a  permanent,  low  track 
resistance.  All  make  O-B  Bonds  a  sound  "Dollars  and  Sense" 
selection.  O-B  Copper  Arc- Weld  Bonds  are  supplied  in  the  self- 
contained  mold  type  (Titon)  bond,  or  for  application  by  the 
UNA  carbon  mold  process. 

Ohio  Brass  Company,  Mansfield,  Ohio 

Canadian  Ohio  Brass  Co.,  Limited 
Niagara  Falls,  Canada 

6698 


lassCb. 


NEW  YORK  CHICAGO 

PHILADELPHIA 


PITTSBURGH  ATLANTA  CLEVELAND 

ST.  LOUIS        SAN  FRANCISCO        LOS  ANGELES 


PORCELAIN 

INSULATORS 

LINE  MATERIALS 

RAIL  BONDS 

CAR  EQUIPMENT 

MINING 

MATERIALS 

VALVES 


ELECTRIC  RAILWAY  JOURNAL 


June  16, 1928 


Would  you  try  to  row 

a  boat  with  one  oar? 


\ 


It  can  be  done,  but  the  inefficiency  of  steering  against  the  turning 
effect  of  the  one-sided  force  is  obvious. 

Similarly,  balanced  braking  (the  double  shoe  clasp  type)  is  vastly 
superior  to  the  single  brake  shoe  rigging.  The  heavy  braking  load 
is  equally  balanced  on  opposite  sides  of  the  wheel.  There  is  no 
shifting  of  the  journal  box  bearing;  no  unbalanced  load  on  truck 
frames  and  truck  springs;  less  brake  shoe  wear;  less  journal  box 
wear;  fewer  hot  boxes;  fewer  slid-flat  wheels;  smoother  and  shorter 
stops;  less  train  resistance  in  starting.  •'    v 

In  other  words,  dozens  of  advantages — all  making  for  economy 
and  better  transportation  service. 


AMERICAN  MULTIPLE-UNIX 

CLASP  BRAKES 


1  Braking 


AMERICAN  Steel  Foundries 


NEW  YORK 


CHICAGO 


ST.  LOUIS 


June  16,1928 


ELECTRIC  RAILWAY  JOURNAL 


Shelby  Seamless  Steel  Trolley  Poles 

are  hest  in  the  long  run — used  universally 


Shelby  poles  are  made  of  No.  13  gauge  seamless 
cold  drawn  steel  tubing.  This  section  is  1  inch 
outside  diameter,  reamed  inside  to  54  inch  to 
receive  harp,  or  1  inch  outside,  if  specified  for 
socket  type  harp. 

This  section  in  all  Shelby  poles  is  6  inches  long 
and  is  tapered  gradually  from  1  inch  diameter 
to  a  diameter  of  If^  inch. 


This  section  is  18  inches  long  and  1^  inches  in 
diameter^  in  all  poles  merging  into  lyi  inch  sec- 
tion in  styles  A  and  B  poles  and  1^^  inch  in 
special  poles,  with  fillets  of  large  radii. 


In  styles  A  and  B  poles  this  section  is  l^i 
inches  outside  diameter  and  varies  in  length 
according  to  the  total  length  of  the  pole;  the 
outside  diameter  of  the  butt  is  IJ^  inches,  and 
reinforcement,  due  to  method  of  insertion,  is 
practically  integral  with  body  of  the  pole.  In 
special  2  inch  poles,  this  section  is  2  inches 
outside  diameter. 


The  length  of  the  reinforcing  member  in  a  style 
A  pole  is  16  inches  and  in  a  style  B  pole  and 
also  in  special  2  inch  poles  it  varies  according 
to  the  total  length  of  the  pole. 

All  Shelby  poles  are  specially  tested  be- 
fore leaving  the  factory.  They  are  uni- 
form in  quality  and  most  reliable.  Write 
for   complete   data. 

Home  office  and  plant  at  17th  &  Cambria  Sts..  PHILADELPHIA: 
District  offices  at  111  N.  Canal  St..  CHICAGO:  50  Church  St.,  NEW 
YORK;  Bessemer  Bldg.,  Pittsburg-h:  88  Broad  St.,  Boston;  General 
Motors  Bld^.,  Detroit;  316  N.  Washington  Ave.,  Scranton;  Canadian 
Agrents  Lyman  Tube  &  Supply  Company,  Ltd..  Montreal,  Toronto. 
Vancouver. 


Shelby  seamless  trolley  poles 
are  manufactured  in  two 
standard  designs  known  as 
Style  A  and  Style  B,  both  be- 
ing ll  inches  in  diameter  at 
the  butt.  To  meet  unusually 
severe  conditions  where  high 
trolley  pressures  are  necessary 
we  nianufacture  a  special  ex- 
tra heavy  pole  having  a  two- 
inch  butt. 


MANUFACTURER  OF  RAILWAY,  POWER 


AND  INDUSTRIAL  ELECTRICAL  MATERIAL 


ELECTRIC  RAILWAY  JOURNAL 


June  16,1928 


If? 


An  SB  Compretior  Imtalled  in  one  o/ IhtOarcen  of  PuUie  SertUe  Coirdinalei  Traiuporl.  Newarl,  N.  J.      "''"> 


Better  Air  Service  for  Bus  Garages 

with 

ONE  Reliable  Compressor 

Why  multiply  air  costs  by  maintaining  individual  com- 
pressors for  each  of  your  air-consuming  operations?  Why 
have  several  investments,  several  power  bills,  several  ma- 
chines to  look  after,  needless  floor  space  occupied? 

Why,  especially,  when  one  Ingersoll-Rand  Compressor 
of  established  reliability  will  supply  ample  air  for  all  your 
present  needs  and  provide  a  surplus  for  future  expansion? 

One  ER  Compressor  will  furnish  air  for  gasoline  pump- 
ing, tire  service,  washing  and  greasing  buses,  cleaning  motors 
and  chassis,  spray  painting,  operating  pneumatic  tools, 
hoists,  etc.  Use  more  compressed  air  from  a  central  air 
plant.     It  will  cut- your  labor  costs  and  speed  up  operations. 


Have  You  An 
Air  Problem? 

Ingersoll-Rand  maintains 
a  world-wide  sales-engi- 
neering staff  composed  of 
trained  men.  There  is  a 
representative  near  you 
who  can  help  you  deter- 
mine what  sort  of  com- 
pressor your  conditions  call 
for. 

I-R  is  a  well-known  sym- 
bol wherever  air  is  used. 
It  designates  the  world's 
largest  maker  of  pneu- 
matic machinery.  Ingersoll- 
Rand  builds  compressors 
with  capacities  ranging 
from  7  to  7,000  cubic  feet 
per  minute. 


InxprHoll-Hand  Co.,  11  Broadway,  New  York 

Please  mall   me  a  free  copy  of  Bulletin   3150,   which  describes  the  £R  compressor. 


City    State 


Inge]3so]l-Ran< 


June  16. 1928 


ELECTRIC  RAILWAY  JOURNAL 


Qet  this  new 
Bulletin 


^^^-'''^'' 


V»V"-  ...,.>  NO'V- 


..^"  ^'"'  ^o»"  ^">  v-g,^,  ,^r-^^  ^,,,. 


^""  ^'  >" 


''     ,.1  V"V" 


>"'^"      ..vox^-^o^-^.oo^-V- 


PRINCIPAL  PRODUCTS 

Electric  Locomotives 

Diesel-Electric     Loco- 
motives 

Car    Lighting   Equip- 
ment 

Mercury-Arc     Po'wer 
Rectifiers 

Transformers 

Automatic  Voltage  Regulators 

Automatic  Synchronizers 

High  Voltage  Oil  Circuit 
Breakers 

Steam  Turbo- Generator  Sets 

Turbo-Blowers  and  Compressors 

Turbo-Exhausters  and  Boosters 

Scavenging    and    Supercharging 
Blowers 

X  I  7E  have  descriptive  literature  just  off  the  press  showing  views  of 
VV  A-B-B  Mercury-Arc  Power  Rectifiers  now  operating  in  the 
United  States  ....  photographs  of  the  several  types  and  sizes  avail- 
able ....  dimensional  drawings  of  both  rectifiers  and  accompanying 
transformers   ....    floor    plans    and    layouts    of   typical    A-B-B 
rectifier  substations. 

A  review  of  this  folder  will  show  more  clearly  why  we  say: 

(1)  Efficiency  high  over  entire  range.   (2)  Simple  operation  and  minimum 
attention.      (3)   No  synchronizing.      (4)   No  harm  from  short  circuits. 
(5)  Negligible  maintenance.   (6)  Low  weight.   (7 )  No  special  foundations 
required.    (8)  Noiseless  and  vibrationless  operation. 

In  these  characteristics  lies  the  reason  for  the  thousands  of  kilowatts 
capacity  of  A-B-B  Mercury-Arc  Power  Rectifiers  now  successfully 
operating  at  many  points  in  the  United  States  and  Canada. 

AMERICAN  BROWN  BOVERI  ELECTRIC  CORPORATION 
Main  Plant:  Camden,  N.  J. 

AMERICAV 
BROWN  BOVERI 

/ 

10 


ELECTRIC  RAILWAY  JOURNAL 


June  16,  1928 


4 


Westinghouse   K-l-A   Tight   Lock 
Coupler 

Tight  Lock  Couplers  are  promotino  safety  and 
economv  in  multiple  unit  traction  service  on  many 
properties  they  are  furnished  in   three 

distinct  types  .  .  .  the  "H"  for  heavv,  high 
speed  trains;  the  "K-l-A"  for  medium  and  light 
weight  cars;  and  the  "C-S-A"  for  light  cars,  where 
the  electric  feature  is  not  desired. 


^^(pYcsHn^uscTiJbl-Lod  0)uplor 

a  modern  coupler  for  modem  service 

With  the  adoption  of  train  formation,  rather 
than  single  car  operation,  to  facilitate  modern, 
quick,  economic  service,  many  traction  proper- 
ties have  solved  their  coupling  problems  by  the 
adoption  of  the  Westinghouse  Tight  Lock 
Coupler. 

In  one  operation,  this  modern  coupler  effects 
mechanical,  electrical,  and  air  connections 
...  it  is  no  longer  necessary  for  crews  to  go 
between  cars  to  make  a  coupling.  Another 
feature  of  the  Westinghouse  Tight  Lock 
Coupler  is  its  ability  to  automatically  take  up 
slack  caused  by  natural  wear  on  the  latches, 
thereby  preventing  relative  motion  between 
adjoining  couplers.  These  advantages  all  con- 
tribute to  the  success  of  this  modern  coupler 
...  Its  adoption  assures  the  ease,  safety,  and 
economy  of  single  car  control  in  multiple  unit 
operation. 

WESTINGHOUSE   TRACTION  BRAKE   CO. 

General  Office  and  Works,  WILMERDING,  PA. 


WestinghouseTrachon  Bribes 


) 


^ 


<_ 


-^      /^j 


^ 


\ 
^ 


y 


,/ 


/ 


) 


.or  i'erviiig 
high  clajvr 
residential  districts* 

\       GRAHAM 

*       BROTHERS' 
CQACHE.? 


because  of  fine 
appearance,speed 


16-passenger 
Parlor  Car 
Complete  $4,290 

12-passenger 
Club  Car 
Complete  $4,045 

Prices  f.o.b. 
Detroit 


MOTOB 


k  Graham  Brothers  Parlor  Coaches 
provide  deluxe  service  at  a  lower 
investment  and  operating  cost 


With  a  Graham  Brothers  16-passenger  Parlor  Coach  or 
12-passenger  Club  Car  you  can  give  your  patrons  a  ser- 
vice so  like  private,  individual  transportation  that  they 
pay  more  for  it  willingly.  Notable  among  many  profitable 
uses  for  the  coach  is  deluxe  city  service,  a  rapidly  broad- 
ening field. 

The  dependability,  the  smooth  and  abundant  power,  the 
ability  to  stand  up  and  the  unequalled  economy  of  Dodge 
Brothers  6-cylinder  engine  can  only  be  had  in  Graham 
Brothers  coaches. 

Check  just  a  few  of  the  additional  features  that  contri- 
bute to  the  passengers'  satisfaction,  to  the  operator's 
profit  and  the  prospective  buyer's  wonderment  when  he 
learns  of  their  low  initial  cost  — 

Four  speed  transmission  .  .  .  internal  expanding  4 -wheel 
brakes  (Lockheed  hydraulic),  ....  3  stage  progressive 
type  springs  ....  roomy,  comfortable  bodies  designed 
for  proper  light,  ventilation  and  temperature  ....  a 
complete,  fine-looking  vehicle  that  is  entirely  a  Dodge 
Brothers  product. 

Then  let  your  local  dealer  show  you  some  of  the  other 
reasons  so  many  operators  are  purchasing  these  coaches. 


ROTHERS 
OACHES 

Soid  by  Dodge  Brothers  Dealers  Everywhere 


-  •*  and  Street  Car  Type 
Sales  Continue  to  Grow 


Sales  of  Graham  Brothers  21- 
passenger  street  car  type  motor 
coaches  go  on  increasing. 

Attribute  the  increase  to  what 
you  will  — 

To  the  mechanical  excellence  of 
the  coaches,  modern  in  every 
feature  and  built  complete  — 

To  their  enviable  performance  in 
the  hands  of  satisfied  owners  — 


To  the  ready  accessibility  of 
service  everywhere  — 

To  their  exact  fitness  to  the 
majority  of  coach  uses  or  their 
economy  in  operation  and 
maintenance  — 

Credit  what  you  will  — isn't  the 
steady  increase  in  their  use 
reason  for  your  further  inves- 
tigation of  them? 


Street  Car  Type  Coachf  complete  f,o,b,  Detroit,  $4060, 


GRAHAM       BROTHER 

EVANSVILLE   —   D  ETRO  I  T  —  STOCKTON 

A      DIVISION      OF      DODGE-     BROTHERS.      Inc 
GRAHAM     BROTHERS    (CANADA)     LIMITED.   TORONTO.   ONTARK 


June  16, 1928 


ELECTRIC  RAILWAY  JOURNAL 


15 


rREADLC^ 


The  street  car  is  the  back-bone 
of  mass  transportation.  It  is 
a  safe,  economical  and  depend- 
able carrier.  A  car  that  has 
been  treadle-ized  meets  with 
the  approval  of  your  riders. 
Have  you  treadle-ized? 


NATIONAL  PNEUMATIC  COMPANY 

Executive  Office:    Graybar  Building,  New  York 


CHICAGO 
618  McCoriojck  Building 


General   Works:    Rahway,  New  Jersey 

MANUFACTURED   IN    TORONTO.   CANADA.   BT 
Railway  &  Power  Engineering  Corp..  Ltd. 


PHILADELPHIA 
1010   Colonial  Trust   Building 


16 


ELECTRIC  RAILWAY  JOURNAL 


June  16, 1928 


Do  you  know  the  Stars  that 


"Speed  with  safety" 


"Capacity  with  comfort" 


"Lightweight  with  strength" 


The  stars  mark  the  Four  Features 
of  Balanced  Design  which  are  brought 
to  their  highest  development  in 
Cincinnati  Balanced  Lightweight  Cars 


June  16,  1928  ELECTRIC  RAILWAY  JOURNAL  17 

lead  to  increased  patronage? 

With  the  eventual  purchase  of  new  cars  in  mind,  critically 
analyze  your  present  equipment  from  the  viewpoint  of : 

Speed  with  Safety 

Do  you  maintain  fast  schedules  —  get  away  speedily 
in  traffic?  Do  you  receive  reports  of  ACCIDENTS 
PREVENTED?  Operators  of  Cincinnati  BALANCED 
LIGHTWEIGHT  cars  have  fast  schedules  and  the  safety 
that  goes  with  a  30%  to  60%  decreased  stopping  time  due 
to  Cincinnati  Duplex  Air-Magnetic  Braking  equipment. 

Capacity  with  Comfort 

Do  you  haul  a  heavy  load  of  good  will  throughout  the 

day?    Does  the  inevitable  rush  hour  peak  load  realize  that  , 

even  under  such  conditions  everything  that  can  be  done 

has  been  done?    Operators  of  Cincinnati  BALANCED 

LIGHTWEIGHT    cars    are    capitalizing    "CAPACITY 

WITH  COMFORT." 

Lightweight  with  Strength 

Have  you  the  advantages  of  lowered  maintenance  and 
operating    costs?     We   will   be    glad    to    give    you    def- 
,      inite  data  of  Cincinnati  BALANCED  LIGHTWEIGHT 
design  and  show  its  relation  to  improved  operation. 

Beauty  with  Low  Cost 

Does  your  present  equipment  present  the  combined  advan- 
tages of  the  first  three  cardinal  points  in  electric  car  con- 
struction under  the  garb  of  low  cost  attractiveness?  Opera- 
tors of  Cincinnati  BALANCED  LIGHTWEIGHT  cars 
know  the  effect  of  attractiveness  upon  their  riders.  It 
pays. 

CINCINNATI  CAR  COMPANY 

CINCINNATI,  OHIO 


CINaNNATI 
r>'Sgis  CARS 

still  n  step  ahead  of  the  modem  trend  f 


18 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  N 0.24 


Modern  Cars 

PAY 


in  increased  revenue 


MODERN  lightweight  cars,  with 
their  fast  operation,  comfortable 
interiors,  and  attractive  design  are 
bound  to  appeal  to  the  riding  public. 
They  have  proven  their  ability  to  in- 
crease revenue  and  decrease  operating 
costs  on  every  property  we  have  served. 

They  will  pay  you,  too. 


With  all  the 

Modern  Features 

the  Street  Gar  has  become 

the  preferred  method 

of  transportation 


CUMMINGS  CAR 
AND  COACH  CO. 

Ill  W.  Monroe  St. 
Chicago,  111. 


Jiiue  16, 1928 


ELECTRIC  RAILWAY  JOURNAL 


19 


Economy  Meters  Help  Keep  Down  Our  Power  Bill 

These  Meters,  Installed  Last  Year,  Replaced  the  Old  Coaster  Clocks  and  Are  Proving  a  Big 

Success — Divisions  in  Spirited    Contest    to    Lead    in    Power 

Saving  Campaign 


Economy  Meters  were  installed  last  fall  on  all  the  passenger 
cars  belonging  to  this  Company.  These  meters  were  put  on  in 
connection  with  our  campaign  to  cut  down  the  amount  of  power 
used  to  operate  the  cars,  replacing  the  old  coaster  clocks  as  a  device 


for  checking  power  savmg. 


The  clocks,  which  were  in  use  for 
several  years,  had  finally  reached 
the  point  where  it  was  better  to 
replace  them  rather  than  to  at- 
tempt to  keep  them  in  repair. 

Use  of  the  meters  has  many 
points  of  advantage  over  the  old 
method,  the  principal  one  being 
their  simplicity.  Electrical  en- 
ergy, or  power,  is  the  thing  that 
goes  through  the  meters  on  the 
switch  board,  and  the  thing  for 
which  the  company  must  pay; 
and  power  is  the  thing  we  want 
to  save.  The  Economy  Meters 
show  us  how  much  of  this  power 
is  being  used  in  the  motors  under 
the  cars.  This  is  the  part  the 
motorman  controls.  By  watch- 
ing the  meter  readings  the  motor- 
man  can  tell  how  much  energy 
he  uses  on  each  trip  and  which 

i  trips  he  makes  most  economically.  He  can  also  keep  check  from 
day  to  day   of  his  entire  run.      In  this  way  the  motorman  can 

I  readily  see  the  effect  different  ways  of  feeding  the  controller,  or 
handling  the  air,  have  upon  power  consumption. 

i  After  the  meters  were  on  the  cars  the  next  big  step  in  putting 
them  into  operation  was  to  get  normal  or  standard  figures  of  power 
■consumption,  or  kilowatt  hours  per  car  mile  for  each  line  and  divi- 
;  sion  as  well  as  for  the  seven  divisions  as  a  whole.  These  normal 
j  figures  were  obtained  before  any  instructions  were  given  in  the  use 
of  the  meters  and  any  gain  that  has  been  made  thereafter  is 
I  attributed  to  the  advantage  of  having  them  on  the  cars,  along  with 
the  follow-up  system  in  vogue. 

I  The  first  readings  for  the  normal  were  taken  after  the  cars  were 
in  at  the  end  of  the  day's  run  on  November  27th  and  the  end 
readings  were  taken  after  the  close  of  December  4th,  or  one  week 
later.  These  readings  were  taken  in  to  the  newly  organized  Car 
I  Meter  Department  and  the  kilowatt  hours  used  by  each  car  during 
the  week  were  set  up,  and  the  kilowatt  hours  per  car  mile  deter- 
mined.   This  work  was  done  under  the  guidance  of  Mr.  J.  T.  Lake, 

Following  is  the  report  for  the  first  fifteen  days  of  April : 


of  the  Economy  Electric  Device  Company,  who  was  here  to  help 
launch  the  meters. 

After  the  normal  readings  had  been  taken,  meetings  were  held  to 
tell  how  the  meters  were  to  be  used  and  to  review  the  ways  of  saving 
power.  Two  of  these  meetings  were  held  at  each  car  division  and 
three  at  the  general  office.  Nearly  every  man  in  the  Ti  ansportation 
Department,  including  the  despatchers  and  the  school,  hettid  these 
talks.     The  meters  were  then  put  into  operation.         '  *  V 

A  semi-monthly  report  is  made  up  by  the  Car  Meter  Dejtertment, 
showing  the  standing  of  the  divisions  and  the  different  lines  at  the 
divisions,  rated  according  to  per  cent  of  power  saved  undelr  the 
normal.  It  also  shows  the  kilowatt  hours  per  car  mile  for  each 
trainman  on  the  line;  the  man  with  the  best  record  at  the  top  and 
on  down  to  the  one  with  the  poorest  record  at  the  bottom.  Those 
below  the  average  for  the  line  are  shown  in  red.  This  report  is 
posted  for  the  trainmen  to  read. 

The  follow-up  is  made  from  information  shown  on  the  report. 
The  road  instructor  from  the  Meter  Department  goes  from  one 
division  to  another,  showning  the  men  at  the  bottom  of  the  lists 
how  to  use  the  car  controls  more  efficiently  and  how  to  get  their 
names  up  higher  on  the  lists. 

Following  are  the  savings  as  shown  by  the  meters  since  they 
were  installed: 


Per   Cent   Power     Division 

Per  Cent 

Period 

Saved 

In  First 

Power 

Systpm 

Place 

Saved 

December — 1927 

5.70 

5th  &  Virginia 

8.68 

Jan.         1  to  IS, 

1928... 

7.03 

5th  &  Virginia 

11.35 

Jan.       16  to  31, 

1928... 

6.25 

5th  &  Virginia 

10.83 

Feb.        1  to  15, 

1928... 

8.24 

5th  &  Virginia 

12.40 

Feb.      16  to  29, 

1928.. 

7.10 

9th  6e  Washington 

11.54 

March     1  to  15, 

1928... 

7.75 

9th  8s  Washingeon 

13.62 

March  16  to  31, 

1928... 

7.54 

10th  86  Minnesota 

12.20 

April       1  to  15, 

1928... 

8.05 

10th  Sb  Minnesota 

14.25- 

10th  and  Minnesota  stepped  into  first  place  for  the  first  time,  in 
the  second  half  of  March.  They  held  this  place  again  for  the  first 
half  of  April.  They  also  have  three  second  places  and  three  third 
places  to  their  credit,  having  never  been  below  third  place  since 
the  meters  were  put  on. 

9th  and  Washington  held  a  close  second  during  both  the  last 
half  of  March  and  the  first  half  of  April,  while  the  Washington 
division  held  first  for  the  two  preceding  periods.  After  having 
held  first  honors  for  the  first  four  periods  of  operation,  Sth  and 
Virginia  has  dropped  to  the  bottom  of  the  list. 


KANSAS  CITY  PUBLIC  SERVICE  COMPANY- 


Division  KWH 

llOth  Sn  Minnesota 259,960 

9th  86  Washington 146,924 

18th  8s  Olive 366,976 

48th  8s  Harrison 1,056,203 

9th  8s  Brighton 755,494 

31st  8s  Holmes 180,055 

5th  86  Virginia 321,319 

SYSTEM— 

THIS  PERIOD 3,086,93 1 

LAST  PERIOD 3,423,034 


-TRANSPORTATION  DEPARTMENT  POWER  CONSUMPTION  REPORT 

April   1st  to   15th,    1928 


ACTUAL 

NORMAL 

PER   CENT 

SAVED 

This 

Last 

Miles 

KWH/CM 

KWH  CM 

KWH 

Period 

Period 

105,625.7 

2.46 

2.87 

303,640 

14.25 

12.20 

75,176.9 

1.95 

2.23 

166,284 

12.54 

11.47 

89,822.0 

4.08 

4.43 

398,314 

7.90 

9.80 

321,650.4 

3.28 

3.56 

1,143,192 

7.86 

5.37 

217,704.3 

3.48 

3.74 

810,740 

6.96 

8.04 

45,559.4 

3.95 

4.24 

193,875 

6.84 

7.75 

77,404.4 

4.15 

4.44 

344,067 

6.54 

6.80 

932,943.1 

3.31 

3.60 

3,360,112 

8.05 

1,036.981.8 

3.31 

3.58 

3,710,657 

/.  - 

7.54 

ECONOMY  ELECTRIC  DEVICES  COMPANY 

37  W.  VAN  BUREN  ST.,  CHICAGO  '' 


langamo  Economy  Meters 
''eter  Smith  Heaters 


Distributors  or  Agents  for 
Haskelite  and  Plymetl 


Woods  Fare  Boxes 
Economy  Gasoline  Vehicle  Meters 


20 


ELECTRIC  RAILWAY  JOURNAL 


June  16,1928 


June  16, 1928 


ELECTRIC  RAILWAY  JOURNAL 


A 

sturdy  tire, 
reinforced  and 
protected  for  the 
demands  of  bus 


service 


-r^^. 


It  does  not  always  follow  that  a  rug- 
ged-looking tire  will  give  long  service. 

But  here  is  a  tire  just  as  sturdy 
inside  as  it  is  outside.  The  U.  S.  Royal 
Heavy  Service  is  built  for  severe 
transportation  duty. 

Massive,  tough  tread.  Heavy  rut 
protection  on  side  walls.  Multi-ply 
carcass  of  strongest  cords  soaked  and 


surrounded  with  pure  rubber  latex — 
no  cross-tie  threads. 

And  of  special  interest  to  bus  op- 
erators— a  new  compound,  Usconite, 
minimizes  the  effects  of  internal  heat 
accumulation  which  is  one  of  the 
principal  causes  of  tread  separation. 

The  Royal  Heavy  Service  is  the 
low-mileage-cost  bus  tire  of  the  day! 


United  States  ^^  Rubber  Company 


Trade  Mark 


IIS.R01i^li  CORDS 

tHTo  l»ettev  t:ii*es  made  toda^ 


22 


ELECTRIC  RAILWAY  JOURNAL 


June  16, 1928 


scrap  the  whole  thin^ 

when  only  one  part  is  "worn 


I 


T  isn't  necessary,  if  you  use  G-E  Renewable  Carbon- 
way  Brush  Holders. 

This  is  the  efficient  way;  it's  the  modern  way,  because 
it's  the  way  w^hich  provides  for  scrapping  only  w^hat's 
actually  worn,  and  preserving  what's  useful  for  further 
service.  It's  the  w^ay  to  improved  maintenance  at 
less  cost  because  it  enables  you  to  renew  the  carbon- 
way  of  a  brush  holder  more  often,  and  thus  avoid  the 
chance  of  failure  on  the  road. 

G-E  Renewable  Carbon-way  Brush  Holders  are 
standard  on  all  the  modern  G-E  Motors — and  are 
available  for  earlier  types  also. 


A  General  Electric  policy 
of  long  standing  is  the 
development  of  every 
maintenance-reducing 
device  that  research  and 
engineering  skill  can 
produce.  Brush  holders 
with  the  wearing  part 
made  renewable  are 
among  the  results  of  this 
policy,  by  which  the 
electric  railways  have 
profited. 


Origmal  Equipment  Quality 


330-11 

GENERAL  ELECTRIC 


Electric  Railway  Journal 

Consolidation  of  Street  Railzvay  Journal  and  Electric  Railway  Review 


McGraw-Hill  Publishing  Co.,  Inc. 
James  H.  McGraw,  President 


]-oiume7\      New  York,  Saturday, 


A  Symbol  of  Achievement 

IN  THIS  issue  Electric  Railway 
Journal  has  the  honor  to  reproduce 
for  the  first  time  the  bronze  plaque 
awarded  by  the  Associated  Business 
Papers,  Inc.,  an  association  of  142  leading 
American  business  papers,  for  the  most 
definite  and  outstanding  editorial  service 
rendered  by  an  A.B.P.  publication.  This 
award  was  established  in  1927  for  the 
advancement  of  editorial  standards. 

Announcement  of  the  award  to  the 
Journal  was  made  at  a  combined  meet- 
ing in  Boston  of  the  National  Conference 
of  Business  Paper  Editors  and  the  educa- 
tional committee  of  the  Associated  Business  Papers,  Inc., 
and  was  published  in  the  Feb.  18,  1928,  issue.  The 
Journal  expressed  its  gratification  at  having  been  the 
means  of  directing  national  attention  to  the  heroic 
struggle  being  made  by  electric  railways  to  fight  their 
way  back  to  prosperity  through  what  many  times  seemed 
to  be  insurmountable  obstacles. 

The  trophy  has  just  been  completed.  In  the  finished 
plaque  the  artist  has  caught  the  romance  of  industrial 
achievement  and  has  represented  the  business  publication 
in  its  proper  role — that  of  inspiring  industry  to  greater 
eflfort  and  broader  vision.  But  to  the  men  of  the  electric 
railway  industry  itself  goes  the  credit  for  the  actual 
progress  that  has  been  made,  and  the  Journal  repro- 
duces this  trophy  on  its  pages  so  that  its  readers  may 
share  with  it  this  signal  honor. 


Louis  F.  Stoll,  General  Manager 
Charles  Gordon,  Editor 


June  16,  1928 


Number  24 


7-' ■,,'!!.- 1  i'iaquc  establish':,! 
by  the  Associated  Business 
Papers,  Inc.,  and  awarded  to 
the  A.B.P.  publicatioti  con- 
tributing the  most  definite 
and  outstanding  editorial 
scrznce  to  its  industry. 


Instead  of  taking  the  stand  that  expendi- 
tures must  be  reduced,  that  the  present 
shop  equipment  must  do  for  a  few  years 
longer,  and  that  equipment  which  has 
served  its  purpose  for  many  years  must 
continue,  the  forward-looking  general 
manager  of  today  is  of  an  investigating 
type.  Whenever  he  reads  or  hears  of  a 
road  that  is  obtaining  real  economies  in 
maintenance  he  has  his  master  mechanic 
investigate  the  methods  employed  and 
make  a  report  as  to  those  that  can  be 
adapted  to  advai^tage  on  his  property. 
When  a  new  piece  of  equipment  is  being 
used  by  another  railway  to  better  its  work, 
reduce  labor  or  speed  up  output,  he  asks 
his  staflf  to  determine  if  such  a  machine  can  be  used  to 
advantage.  He  insists  on  getting  lower  maintenance 
costs  by  the  use  of  improved  methods  and  equipment 
rather  than  by  insisting  that  no  expenditures  be  made 


for  new  tools. 


D 


the 


Improved  Mfethods  and  Equipment  Will 
Produce  Needed  Economies 

DESCRIBING  the  economies  that  had  resulted  from 
a  new  piece  of  shop  equipment  he  recently  had 
installed,  an  equipment  superintendent  said  last  week, 
"Any  master  mechanic  that  does  not  take  advantage  of 
such  a  labor-saving  device  will  certainly  have  something 
to  explain  to  the  general  manager."  The  machine  re- 
ferred to  had  cost  $200  and  had  paid  for  itself  in  a  week's 
time.  Yet  few  similar  machines  will  be  found  in  electric 
railway  repair  shops.  Why  is  not  more  equipment  of  this 
type  used?  Why  does  not  the  master  mechanic  inquire 
about  the  value  of  such  equipment,  and  then  by  figures 
and  by  discussion  prove  to  his  superiors  its  installation 
and  intensive  use  will  result  in  worth-while  economies? 
The  expenditure  of  money  for  equipment  that  will 
produce  economies  far  beyond  the  cost  of  the  equipment 
merits  consideration  by  all  general  managers  of  railways. 


■  Prosperity  Comes  to  Canada 

ELEGATES  to  the  annual  convention  of 
Canadian  Electric  Railway  Association  held  at 
Toronto  last  week  could  not  fail  to  be  impressed  by  the 
feeling  that  the  industry  in  that  country  has  definitely 
turned  the  corner  and  is  forging  ahead.  Last  year  at' 
the  Winnipeg  convention  there  was  an  atmosphere  of 
hopefulness.  This  year,  after  the  progress  in  1927,  the 
railway  operators  are  even  more  confident  in  the  security 
of  their  business.  The  results  for  last  year's  operations 
were  given  by  H.  E.  Weyman,  president  of  the  associa- 
tion, in  his  opening  address,  abstracted  elsewhere  in  this 
issue.  The  revenues  of  Canadian  electric  railways  and 
subsidiaries,  as  stated  by  him,  were  $48,290,000,  an  in- 
crease of  3.2  per  cent  from  the  previous  year.  Revenue 
passengers  were  up  3.75  per  cent,  while  the  amount  of 
service  was  increased  6.5  per  cent.  These  figures  show 
a  healthy  growth. 

It  will  not,  however,  be  advisable  for  the  managements 
to  rest  on  their  laurels.  According  to  Mr.  Weyman,  the 
automobile  has  not  yet  reached  its  peak  in  Canada.  The 
forward-looking  attitude  of  the  managements  will  do 
much  to  counteract  any  adverse  influence  from  this 
source.  As  one  of  the  speakers  pointed  out,  the  automo- 
bile has  created  a  demand  for  transportation  that  must 
be  met  by  public  carriers,  so  that  its  use  has  certain  com- 
pensating advantages.  This  is  particularly  true  in  a 
country  which  has  the  wonderful  opportunity  for  expan- 
sion that  exists  in  Canada. 


This  is  the  issue  in  June  that  is  devoted  essentially  to  maintenance  and  construction  subjects 


970 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No. 24 


Thorough  Motor  Inspection  Will  Reduce 
Cost  of  Intermediate  Repairs 

DIRT  and  moisture  affect  the  reliability  of  motor 
performance  to  a  greater  extent  than  any  other  fac- 
tors. Eliminate  them  and  the  maintenance  of  modern 
motors  is  comparatively  easy.  Maintenance  methods 
should,  therefore,  be  directed  to  keeping  motors  clean  and 
dry.  For  this  nothing  is  more  effective  than  an  efficient 
and  regular  inspection.  A  high-class  system  need  not  be 
expensive  and  its  cost  will  be  returned  many  times  over 
by  the  reduction  in  repairs. 

Inspection  intervals  for  modern  motors  depend  on  the 
frequency  of  oiling.  Motors  with  auxiliary  oil  wells 
should  run  at  least  1,500  miles  between  armature  bearing 
oilings.  In  city  service  this  will  bring  them  into  the  shop 
from  twice  to  three  times  a  month,  and  in  heavy  inter- 
urban  service  possibly  once  a  week. 

At  these  times  the  most  effective  way  of  removing  dust 
is  to  blow  it  out  with  compressed  air  and  wipe  off  the 
inside  of  the  shell,  the  commutator,  brush-holder  insulat- 
ors and  brush-holders  with  cheesecloth.  On  one  Southern 
railway  that  operates  in  extremely  dusty  territory  it  was 
found  that  the  length  ef  inspection  periods  was  deter- 
mined by  the  side  wear  of  the  carbon  brushes.  This  side 
wear  in  the  ventilated  motors  was  caused  by  the  large 
amount  of  dust  that  was  sucked  in  with  the  air.  The 
trouble  was  overcome  by  changing  the  method  of  ven- 
tilation and  adding  bafHes  to  keep  dust  from  the  brush- 
holders.  This  is  one  example  of  the  effect  that  dirt 
may  have. 

Use  of  better  grades  of  insulation,  together  with  dip- 
ping and  baking  of  armatures  and  fields  and  liberal  use 
of  insulating  varnish,  have  proved  most  effective  for 
combating  the  effects  of  moisture.  When  motors  operate 
in  a  damp  climate  painting  and  shellacking  should  form  a 
part  of  the  regular  inspection.  Cleaning,  of  course, 
should  always  precede  the  painting,  and  sufficient  time 
for  drying  should  also  be  allowed. 

This  may  sound  like  a  lot  of  work  to  be  covered  on 
motor  inspection  but  it  has  been  found  to  pay.  On  one 
system,  after  a  year  of  this  kind  of  inspection  practice, 
the  number  of  armatures  removed  and  sent  to  the  arma- 
ture room  for  repairs  had  decreased  70  per  cent  and  the 
repair  bills  for  the  entire  year  following  showed  a  nearly 
proportionate  decrease.  The  average  cost  of  repairs,  in- 
cluding bearing  renewals,  was  reduced  in  the  ratio  of  5 
to  2  with  an  increase  in  motor  inspection  exj^ense  of  but 
one  dollar  per  motor.  This  certainly  is  a  good  return  on 
the  investment  and  shows  that  the  cost  of  intermediate 
repairs  to  motors  can  be  reduced  by  more  careful 
inspections. 


Be  There  and  Speak  Up 

LACK  of  representation  at  meetings  of  local  bodies 
->  where  their  interests  to  a  certain  degree  are  con- 
cerned is  costing  many  electric  railways  the  loss  of  im- 
portant issues  and,  if  nothing  more  tangible,  the  loss  of 
public  confidence.  Even  the  failure  to  attend  meetings 
where  transportation  is  not  discussed  is  costly,  for  a 
feeling  develops  that  the  electric  railway  is  interested  only 
in  problems  which  affect  its  own  welfare.  Participation 
in  as  many  activities  as  possible  and  being  a  working  unit 
of  each  community  organization,  not  merely  a  member, 
will  bear  fruit  when  some  issue  of  importance  to  the 
transportation  system  is  decided. 

At  meetings  of  civic  clubs  automobile  associations  are 


always  well  represented.  Their  members  attend  in  large 
numbers  and  never  fail  to  be  there  en  masse  when  "park- 
ing restrictions"  or  "street  paving"  are  to  be  discussed. 
But  whether  the  subjects  interest  them  or  not,  they  are 
present  and  their  influence  in  the  organization  becomes 
established.  Local  improvement  associations  always  make 
transportation  a  live  subject.  Nearly  every  company  will 
find  some  member  of  its  organization  lives  in  the  terri- 
tory of  each  association,  and  should  encourage  him  to  be 
an  active  member.  It  behooves  the  electric  railways,  then, 
to  be  represented  at  all  meetings  and  to  be  represented  as 
fully  as  possible. 

In  the  interests  of  its  patrons,  the  transport  company 
should  make  its  force  felt  at  these  meetings.  Mere  at- 
tendance is  not  a  discharge  of  the  obligation ;  the  repre- 
sentative must  make  his  influence  known.  To  use  the 
words  of  E.  K.  Eastham,  safety  director  of  the  St.  Louis 
Public  Service  Company,  who  recently  spoke  at  the  Elec- 
tric Railway  and  Public  Utilities  session  of  the  Central 
States  Safety  Congress,  "By  all  means  be  represented  at 
every  gathering  where  matters  of  public  interest  are  to  be 
discussed  or  decided,  and  don't  be  afraid  to  stand  up  and 
be  counted."  In  many  cities  civic  groups  seek  the  counsel 
of  the  electric  railway  company.  They  do  so  because  the 
company  has  earned  respect  and  secured  public  confidence 
at  meetings  in  which  it  took  a  really  active  part. 

"Busy  at  the  office"  is  not  an  acceptable  excuse  for  the 
railway  executive.  Perhaps  he  is  busy,  but  so  are  many 
others  who  attend.  It  is  a  grave  and  costly  mistake  to 
conceive  of  public  interest  meetings  as  a  waste  of  time. 
Indeed,  if  the  management  is  too  busy,  or  as  Mr.  Eastham 
mentioned,  "too  pennywise,"  to  attend  these  meetings  and 
make  the  force  of  the  electric  railway  and  its  patrons 
felt,  it  cannot  expect  to  receive  its  just  share  of  considera- 
tion when  any  subject  affecting  it  is  under  discussion. 


A  Hundred  Pounds  of  Sugar  at  a 
Time — Or  Four  Pounds 

FROM  a  maintenance  point  of  view  the  well-known 
axiom,  "It  pays  well  to  build  well,"  holds  true.  An- 
other axiom  not  heard  so  frequently,  but  nevertheless 
just  as  important,  is,  "It  pays  well  to  buy  wisely."  Cer- 
tainly careful  purchasing,  with  respect  to  quantity  as 
well  as  to  quality,  cannot  be  over-emphasized.  It  is  of 
particular  importance  in  every  branch  of  industry,  and 
electric  railways  are  no  exception. 

The  cost  of  careless  ordering  can  be  sufficient  to  cause 
the  budgets  of  several  departments  to  be  over-spent. 
Just  as  the  judicious  housewife  buys  a  100-lb.  sack  of 
sugar  for  $5.50,  instead  of  25  four-pound  lots  at  7  cents 
per  i)ound,  totaling  $7,  and  a  3-bushel  bag  of  potatoes 
for  $4.50,  instead  of  30  six-pound  lots  at  4  cents  per 
pound,  totaling  $7.20,  so  should  the  purchasing  agent 
of  the  railway  save  by  buying  in  large  amounts. 

While  there  are  possibilities  of  saving  in  purchasing 
methods  in  nearly  every  department,  naturally  the 
greatest  opportunities  are  in  connection  with  maintenance 
materials.  Certain  bulky  materials,  such  as  sand  'and 
gravel  used  in  track  reconstruction  and  maintenance 
work,  are  costly  when  purchased  in  small  quantity.  Not 
only  is  the  cost  per  cubic  yard  at  the  pit  much  higherj 
when  sand  and  gravel  are  purchased  in  small  amountsr 
but  also  the  cost  per  cubic  yard  for  hauling  them  to 
the  property  is  greater.  "Where  there  is  a  demand  for 
a  material  the  year  round,  it  is  folly  to  buy  in  amounts" 


June  16, 1928 


ELECTRIC   RAILWAY  JOURNAL 


971 


only  sufficient  for  each  individual  job.  Wherever  pos- 
sible, it  should  be  shipped  by  carload  or  barge  amounts. 
A  large  electric  railway  system  in  the  East  receives  all 
its  sand  and  gravel  on  barges,  and  handles  the  material 
at  the  wharf  with  large  cranes.  The  resulting  saving 
in  a  year  is  enormous. 

Repair  parts  must  be  ordered  wisely.  It  is  absurd 
to  think  of  a  large  railway  ordering,  for  example,  one 
bolt  or  even  one  standard  size  rail.  Yet  there  are  actual 
cases  that  are  equally  ridiculous.  Nearly  all  shop  parts 
are  needed  in  quantity,  so  there  are  few  instances  where 
the  ordering  of  one  or  two  individual  parts  is  warranted. 
The  cost  of  shipping  individual  parts  often  is  much 
higher  than  the  actual  cost  of  the  part  itself.  Manu- 
facturers, generally  speaking,  do  not  accept  with  open 
arms  the  small  qrders.  To  them  small  orders  are  nothing 
more  than  a  nuisance. 

Of  course,  the  other  extreme  can  be  reached.  Parts 
or  materials  should  not  be  bought  in  large  quantities  if 
they  will  become  obsolete  before  they  are  all  used,  nor 
if  they  will  deteriorate  with  age.  Materials  which  occupy 
much  space  should  not  be  bought  in  quantity  if  the  cost 
of  storage  is  more  than  the  saving  realized  thereby. 
Like  anything  else,  quantity  purchasing  can  be  overdone 
and  the  purchasing  agent  should  be  careful  to  avoid 
making  an  error  in  this  respect.  Ordinarily,  however, 
the  opposite  holds  true  and  materials  are  purchased  in 
too  small  amounts.  Good  judgment  in  ordering  mate- 
rials is  necessary  if  savings  are  to  be  effected. 


Another  Argument  for  New  Equipment 
Is  30  to  1  Dependability 

WHEN  the  subject  of  new  equipment  is  being  dis- 
cussed, one  of  the  most  important  advantages 
frequently  is  either  overlooked  or  is  not  given  the 
emphasis  it  deserves.  That  is  the  saving  in  mainte- 
nance and  operating  costs  made  possible  when  old  and 
wornout  parts  are  replaced  by  new  ones.  There  is  still 
another  advantage  in  the  improvements  that  are  em- 
bodied in  the  more  recent  designs  of  parts  of  various 
sorts  which  lead  to  a  reduction  in  the  number  of  failures. 

These  points  are  emphasized  by  the  experience  of 
the  Georgia  Power  Company,  as  related  by  W.  H. 
McAloney  in  an  article  in  this  issue.  This  company  has 
been  replacing  old  cars  with  new  ones  ever  since  1921. 
Besides  this  it  has  been  replacing  old  motors  with  new 
where  it  was  decided  the  cars  were  good  enough  to  con- 
tinue in  service.  A  total  of  426  old  motors  have  been 
retired,  while  at  the  same  time  848  light-weight  modern 
motors  have  been  placed  in  service.  A  part  of  this 
increase  is  on  account  of  the  purchase  of  new  cars,  but 
the  greater  part  was  because  of  the  replacement  of  old 
two-motor  equipments  with  new  four-motor  equipments. 

Statistics  kept  by  the  mechanical  department  show  that 
in  the  past  five  years  110  per  cent  of  the  armatures  of 
the  old  motors  have  been  rewound,  while  only  0.019 
per  cent  of  the  new  motors  have  required  it.  In  1927 
the  miles  per  rewind  for  the  old  motors  averaged  307,163 
as  compared  with  10,646,741  for  the  new  ones.  In 
other  words  the  reliability  of  the  new  was  about  30  times 
as  great  as  that  of  the  old.  Of  course  as  the  new  motors 
become  old  it  cannot  be  hoped  that  they  will  continue 
this  remarkable  record,  but  it  will  be  a  number  of  years 
until  they  fall  to  the  level  of  the  old  ones.     Incidentally, 


improvements  in  the  methods  of  overhauling  have  in- 
creased the  mileage  of  the  first  lots  of  the  new-type 
motors. 

This  is  concrete  evidence  of  the  value  of  moderniza- 
tion. It  covers  only  one  element,  but  an  important  one. 
However,  it  is  almost  certain  that  other  items  of  mainte- 
nance have  been  improved  proportionately.  Beside  all 
this  there  is  the  increased  reliability  in  service  and  free- 
dom from  breakdowns  on  the  street.  These  are  things 
that  cannot  be  estimated  in  dollars.  They  should  appeal 
to  the  general  manager  with  the  greatest  force. 


Bus  Expansion  Built  on  Profits  in  Pittsburgh 

ATTENTION  is  focused  again  on  the  o])erations  of 
■  the  Pittsburgh  Motor  Coach  Company,  Pittsburgh, 
Pa.,  by  the  announcement  of  the  establishment  by  that 
company  of  its  fifth  de  luxe  motor  coach  line.  Like  its 
predecessors,  the  new  service  is  run  at  a  2S-cent  cash 
fare,  with  21  tickets  for  $5.  The  route  is  7  miles  long. 
It  connects  a  high-class  residential  district  with  the  down- 
town business  section. 

There  are,  of  course,  very  good  reasons  why  the  com- 
pany confines  bus  operation  to  service  of  this  class.  T. 
W.  Noonan,  general  manager,  made  them  plain  in  his 
speech  before  the  Central  Electric  Railway  Association 
in  Toledo  in  February,  1927.  Some  may  or  may  not 
agree  with  the  philosophy  behind  the  plan,  but  it  has 
produced  results.  This  is  borne  out  by  the  report  of  the 
company,  abstracted  in  the  Journal  for  April  21,  1928. 
Income  from  buses,  before  allowing  for  depreciation, 
was  $107,805.  Out  of  this  $62,848  was  set  aside  for 
depreciation,  leaving  a  net  of  $44,957.  The  revenue  per 
passenger  coach-mile  was  36.82  cents  with  the  average 
fare  24.70  cents.    The  gross  was  $483,569. 

In  developing  its  bus  service,  the  Pittsburgh  manage- 
ment deliberately  set  out  to  create  an  entirely  different 
class  of  service  than  can  possibly  be  given  by  a  low-fare 
electric  railway  service,  or  for  that  matter  a  low-fare  bus 
service.  The  management  recognized  that  economy  is 
not  a  primary  appeal  to  the  habitual  private  automobile 
user.  Convenience,  speed,  exclusiveness,  and  even 
luxury,  are  of  far  more  importance  to  this  class  of  bus 
prospect  and  Pittsburgh  has  proved  it.  The  vehicles  run 
are  of  small  capacity,  three  seats  wide  and  operated  on 
short  headways.  An  effort  is  made  to  give  the  passen- 
ger the  impression  of  riding  in  an  exclusive  limousine 
rather  than  in  a  public  transportation  vehicle.  Early  in 
its  experience,  the  company  changed  from  29-seat  buses 
to   19-seat  vehicles  and  earnings  went  up  immediately. 

The  economy  of  larger  seating  capacity,  particularly 
in  the  rush  hours,  cannot  be  gainsaid,  but  the  fact  re- 
mains that  the  present  successful  operation  seems  to  be 
attributable  to  the  use  of  small  vehicles  run  at  frequent 
intervals  in  a  service  that  really  is  de  luxe. 

The  Pittsburgh  Railways  is  running  its  bus  subsidiary 
intensively.  The  line  of  demarcation  of  responsibility 
for  its  operation  is  sharply  drawn.  There  is  no  disposi- 
tion on  its  part  to  regard  bus  Service  as  an  orphan  for 
which  only  occasional  concern  is  expressed.  Mr. 
Noonan's  paper  of  more  than  a  year  ago  made  that  plain. 
The  separate  report  of  the  operation  of  the  Pittsburgh 
Motor  Coach  Company  contained  in  the  Journal  for 
April  21  proves  the  far-sightedness  of  this  policy  and 
points  the  way  toward  making  buses  in  city  service  really 
profitable. 


.^ 


Careful  Overhauling  of  Motors 


Prevents  Service  Interruptions 


* 


With  several  cars  in  a  rapid  transit  train  a 
disabled  motor  may  cause  delay  and  incon- 
venience to  hundreds.  Motor  overhauling 
in  the  Coney  Island  shops  of  the  Brooklyn- 
Manhattan  Transit  Lines  is  planned  to 
prevent  failures  on  the  road.  The  most 
modem  practices  are  used 

By  Clarence  W,  Squier 

Associate  Editor  Electric  Railway  Journal 


HIGHLY  systematized  methods  are  used  throughout 
the  motor  overhauHng  department  in  the  Coney 
Island  shops  of  the  Brooklyn-Manhattan  Transit 
Lines.  This  work  is  done  in  two  bays  each  20  ft.  wide 
by  100  ft.  long.  Over  each  bay  is  a  5-ton  overhead 
traveling  crane  controlled  from  the  floor.  Motors  are 
lifted  off  trucks  at  one  end  of  the  section  when  the 
trucks  go  through  the  shops  for  general  overhauling. 
The  department  also  does  intermediate  repairs  to  motors 
when  it  is  necessary  to  remove  them  from  trucks.  This 
section  is  adjacent  to  the  truck  overhauling  department 
so  that  handling  is  kept  to  a  minimum. 

All  motors  are  of  a  box-frame  type.  This  is  of 
particular  value  in  standardizing  the  work.  The  first 
thing  done  when  a  motor  is  received  in  this  department 
is  to  pull  waste  from  axle  caps  and  armature  bearing 
housings  and  drain  off  the  oil.  The  oil  and  waste  are 
placed  in  steel  drums  and  go  to  the  oil  and  waste  re- 
claiming department.  Next,  for  removal  of  armatures, 
the  motors  are  placed  in  a  dismantling  and  assembling 
machine,  of  which  there  are  two  in  the  section.  One 
is  used  for  taking  out  armatures  and  the  other,  at  the 
opposite  end  of  the  section,  is  used  for  assembling. 

The  machines  are  of  a  type  quite  generally  used  by 
electric  railways  for  the  purpose.  The  base  has  two 
9-in.  channels  12  ft.  3  in.  long.  These  serve  as  tracks 
for  the  carriage  which  supports  the  motor  shell.  End 
uprights  of  ^x4-in.  steel  support  a  headstock  and  a  tail- 
stock  with  spindles  with  coned  ends  to  fit  in  the  centers 
of  the  armature  shaft.  The  carriage  has  a  spindle  with 
collars  at  one  side  over  which  the  motor  axle  bearing 
suspension  fits.  At  the  other  side  the  carriage  has  a 
supporting  framework  with  a  plate  to  support  the  nose 
of  the  motor.  The  motor  is  thus  supported  on  the 
carriage,  the  same  as  it  ordinarily  is  on  the  car  truck. 
Accompanying  illustrations  show  the  construction. 

To  remove  an  armature  the  motor  is  placed  on  the 
carriage,  the  shaft  is  centered  in  the  head  and  tailstocks 
and  locked  in  position.    The  pinion  end  housing  is  then 

*This  is  the  fourth  article  on  methods  and  equipment  used  in 
the  Coney  Island  shops  of  the  B.-M.T.  Corporation.  Others  were 
"Truck  Overhauling,"  published  April  21,  1928;  "Intermediate 
Truck  Repairs"  published  May  5,  192S,  and  "IV heel.  Gear  and 
Axle  Maintenance,"  published  May  19,  1928. 


rl 


Armafure 
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machine 


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□ 

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4xf 

fank 

4\6' 

Wafer 

tank 

Mefai 
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'Mofor 
work  stands. 


H 


Armature 

suction 

blower 


□ 

Press 


H 


/?ack 


EH 


'Motor 
work  stands. 


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D 


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Metal 
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Bearingr 
borinq 
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Armature 
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macfiine 


Racks  for 
leads 


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Rack 


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Floor  plan  of  the  section  in  the  Coney  Island  shops 
devoted  to  motor  overhauling 

unbolted  and  the  motor  shell  as  it  rests  on  the  carriage  is 
pushed  in  the  direction  of  the  commutator  end  of  the 
frame.    The  long  spindle  passes  through  the  motor  shell. 
The  commutator  end  housing  remains  with  the  motor! 
shell,  but  the  pinion-end  hodsing  stays  on  the  armature 


972 


June  16, 1928 


ELECTRIC  RAILWAY  JOURNAL 


973 


Details  o(  machine  used 
(or  removal  and  instal- 
lation of  armatures  in 
box  frame  motors 


At  left — One  of  the  bays  in  the  motor  overhauling  section.     The  machine  for  installing  armatures  in  box-frame  motors  is  shown  in  the 

foreground.  At  right — Installing  an  armature  in  a  box  frame  motor 


shaft  until  the  pinion  is  removed.  When  the  motor  shell 
has  cleared  the  armature,  the  latter  is  lifted  out  by 
the  overhead  traveling  crane  and  is  placed  on  an  arma- 
ture truck.  In  handling,  a  sling  with  a  broad  supporting 
surface  is  passed  around  the  armature  at  its  center. 
Pinions  are  removed  by  means  of  a  pinion  puller,  end 
housings  are  removed  and  the  armature  is  sent  to  the 
department  of  electrical  repairs  for  cleaning,  testing  and 
repairing  if  necessary.  Several  armature  trucks  are  towed 
together  by  one  of  a  large  fleet  of  storage  battery  trucks. 

Two  general  types  of  armature  trucks  are  used.  One 
is  of  sheet  steel  construction  with  three  wheels:  The 
center  framework  forms  a  cradle  to  carry  the  armature. 
The  second  has  an  angle-iron  framework  with  cast  steel 
ends  hollowed  out  to  receive  the  armature  shaft  ends. 
There  are  four  wheels,  an  8-in.  one  on  either  side  at  the 
center  and  one^4-in.  wheel  in  the  center  at  each  end.  This 
latter  truck  is  particularly  convenient  for  handling  arma- 
tures into  and  out  of  the  baking  ovens. 

An  armature  suction  blower  is  to  be  installed  in  the 


motor  overhauling  section  for  cleaning.  When  this 
is  ready  armatures  will  be  cleaned  before  they  are  sent 
to  the  department  of  electrical  repairs. 

The  end  housings  are  taken  to  a  motor-driven  hy- 
draulic press  where  the  armature  bearings  are  pressed 
out.  Housings  and  axle  caps  are  then  placed  in  a 
chemical  cleaning  tank  where  they  remain  for  about 
1^  hours.  There  are  two  tanks  each  4  ft.  x  6  ft.  x  3  ft. 
6  in.  high.  One  has  the  chemical  cleaning  solution  and 
the  other  has  water  for  rinsing.  After  cleaning,  the 
housings  and  axle  caps  are  wiped,  inspected  and  gaged 
for  wear,  defects  or  needed  repairs.  If  they  pass  the  test 
they  are  then  ready  for  re-use.  All  bearings  are  sent 
to  the  babbitting  department. 

Motor  frames  are  overhauled  on  work  stands.  Brush- 
holders  are  removed  and  sent  to  the  department  of  elec- 
trical repairs  for  general  overhauling  and  adjusting. 
All  connections  to  and  between  field  coils  are  broken 
and  a  careful  inspection  is  made  for  loose  joints.  Fields 
are  tested  from  the  6(X)-volt  shop  circuit.    .A.ny  that  show 


974 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No. 2A- 


in  position.  The  end  plates  rest  on 
bottom  supports  with  rollers,  so  that 
the  motor  frame  can  be  rotated  readily. 
The  base  is  3  ft.  10|  in.  long  by  3  ft. 
4  in.  wide  and  the  center  of  the  motor 
frame  is  3  ft.  7  in.  above  the  base, 
which  rests  on  the  floor. 

In  general  the  motors  now  in  use  on 
the  B.-M.T.  subway  cars  have  not  been 
in  service  long  enough  to  have  exces- 
sively worn  axle-cap  or  armature-hous- 
ing fits.  However,  these  are  all  gaged 
carefully  to  make  certain  that  there  is 
no  excessive  wear.  In  some  motors  a 
slight  warping  has  occurred  in  the  mo- 
tor suspension  projectors  to  which  the 
axle  caps  fit.  When  this  is  enough  to 
cause  improper  alignment  or  fit  of  the 
axle   bearing,   low   spots   are   built  by 


Armatures  are  transported  between  the 
motor  overhauling  section  and  the 
department  of  electrical  repairs  on 
trucks 


signs  of  short  circuits  or  grounds  are  removed 
and  sent  to  the  department  of  electrical  re- 
pairs. Field  coils  passing  this  inspection  are 
not  removed  from  the  motor  frames.  After 
repair,  connections  are  made  again  and  the 
entire  inside  of  the  frame  and  the  field  coils 
is  given  a  coat  of  insulating  varnish. 

Some  of  the  motor   frame  overhauling  is 
done  on  stands  to  raise  the  parts  to  a  conven- 
ient height   for  the  workmen.     The   stands 
are  5x8  ft.  with  a  structural  steel  framework. 
Each  has  space  for  two  motors.    Special  over- 
hauling stands,  .shown  in  one  of  the  illustra- 
tions arranged  so  the  motor  am  he  turned  to  any  position 
desired,  are  used  for  most  of  the  overhauling.    Two  cir- 
cular end  plates  are  bolted  to  the  motor  frame  by  means 
of  the  bolt  holes  used  for  fastening  the  armature  housings 


Chemical  cleaning  and  rinsing  tanks.     Housings  and  axle  caps 
are  cleaned  here 


Type  of  armature  truck  used  for  running  armatures  into  baking  ovens 


welding,  the  fit  for  the  axle  caps  is  planed  oflf  and  the 
frames  are  rebored.  This  work  is  done  in  the  machine 
shop  section. 

An  accompanying  illustration  shows  a  motor  frame  set 
up  in  a  planer  for  machining  off  the  axle  cap  fit.     An- 
other shows  a  motor  frame  in  the  double  spindle  boring  j 
mill  having  the  axle  bearing  fits  bored  out.     The  large ^ 
48-in.  planer  was  furnished  by  the  C.  A.  Gray  Company, 
Cincinnati,  Ohio.     It  has  a  12-ft.  table  and  three  heads 
for  holding  tools,  two  on  the  cross  rail  and  the  other  j 
on  the  side  of  the  column  for  facing  and  side  cutting. 
All  heads  have  automatic  feed  in  either  a  horizontal  or  a 
vertical  direction  and  they  can  be  turned  to  any  angle 
required  by  the  work.     The  cross  rail  and  all  heads  are 
raised  and  lowered  mechanically.     All  bearing  surfaces  ' 
have  forced-feed  lubrication. 

The  double-s])indle  horizontal  boring  mill,  furnished 
by  the  Giddings  &  Lewis  Machine  Tool  Company,  Fond 
du  Lac,  Wis.,  has  special  attachments  for  boring  at  one 
time  both  the  axle-cap  and  the  armature-housing  fits  for 
the  subway  type  motors.  All  adjustments  are  made 
mechanically.  The  machine  can  be  used  as  a  single 
spindle  boring  mill  by  removing  the  extra  plate  from  the 
table,  which  carries  two  boring  bars,  and  by  taking  of 
the  double  spindle  boring  attachment  at  the  driving  endJ 

The  practice  of  the  B.-M.  T.  Lines  is  to  bore  arman 


Jinic  16,  1928 


ELECTRIC  RAILWAY  JOURNAL 


975 


Limit  of 
wear  gage 
for  gears 
and  pinions 


Removing  a  pinion  from  the  hot  water  tank  for  installation 
on  armature  shaft 


^^^■^ 

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end 


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~2T,-' 


fkrOHS-"       /'rivets'' 


|<-. 


/"p/pe  s/eev'es 
2i''long... 


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.  7 -9.75 lb.  channel 


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fxi'kS'angleJ'-ip, 
long 11 


Details  of  rotating  motor  shell  work  stand 


ture  bearings  after  they  are  pressed  into 
housings.  The  bearings  have  a  thin  bab- 
bitt lining  with  cast-in  oil  grooves.  This 
eliminates  handling  of  the  large  end 
housings  to  cut  oil  grooves  after  the 
bearings  are  bored.  Each  bearing  is 
fitted  to  the  armature  shaft  with  which 
it  is  to  be  used.  Bearings  are  pressed 
into  housings  with  a  motor-operated  hy- 
draulic press.  A  gage  shows  the  pres- 
sure as  each  bearing  is  pressed  in.  Ah 
average  pressure  of  5  tons  is  used. 

Illustrations  show  the  jig  used  to  in- 
sure accurate  boring  of  the  bearings 
after  they  are  pressed  into  housings. 
This  will  take  both  the  pinion  end  and 
commutator  end  housings  for  three  dif- 
ferent types  of  motors,  Westinghouse 
types  300  and  SO-L  and  General  Electric 
type  GE-248.    The  jig  really  consists  of 


Working  on  a  motor  shell  after  installation  in  the 
rotating  work  stand 


Tightening  lead  cleat  with  motor  shell  on  one  of 
the  stationary  work  stands 


976 


ELECTRIC  RAILWAY  JOURNAL 


F0/.7  l,A'o.24 


Mill  075  wiote  x^aleep -through  poeafs. 
slots  must  be  aiotmetrof!  aria  at 
right  angles 


'f-ii 


locate  anal- 
air///  for/nak^rig   ■•\   (^ 
screw  ho/es  last  ■.,   '■ 
to  avoid  intersection 
of  holes,  locate 
approxinyate/y  120* apart-. 


^''-/4"jigdr,lleo/ 

'     'from  Bousing 

for  which  useol 


I  -reofwrect  far  W.H.S90  motor  pinion  bearing  housing      where  f<=20g  exact 
l"     "  "    WJI.  "      "  commutator  baring  bousing      "    A=  "g„   " 

/'     "  "    6£.  248    "     pinion  bearing  hot/sing         ••     A=2/m  ^  " 

/"     "  "    Of.   "      "   commutator  beaming  housing     •>     Ar/yg"   " 


(104  spring  wire.  5 
active  coi/sMO.D. 
^' free  length ^^ 


4  drift-'    < 


■  if     >  This  dimension  from  A  twre 
to  hold  on  ail  gage  rings 
Sec+ion  B'B 


SlE?  Kaferial 
^  tool  sfeej 
Y  hoircien 
Jre(fOfreol  for 

eoich  gage  ring 

W  fhreao/s 


The     line     drawing     on     the  left     shows 

assembly    of    the    jig    used  for    boring 

motor    bearings    after    they  have    been 
pressed  into  housing 

The  center  drawing  shows  the  inner  fixture     ^ 
of    the    jig    used    for    boring    armature 
bearings 

In  the  drawing  on  the  right  are  shown  the 
details  of  gage  rings  used  with  the  out- 
side fixture  for  boring  armature  bear- 
ings after  they  have  been  pressed  into 
housing 


No.    1.     Machining  a  motor  axle  suspension  bearing  fit  in   the 
large  planer 

No.  2.     Boring  out  an  axle  bearing  fit  in  the  double  spindle  hori- 
zontal boring  machine 

No.   3.     Pressing  an  armature  bearing  into  a  motor  housing  by 
means  of  the  hydraulic  press 


futie  16,  1928 


ELECTRIC  RAILWAY  JOURNAL 


977 


two  fixtures,  an  inner  and  an  outer  one,  the  inner  one 
being  used  for  50-L  housings  and  the  outer  one  for  types 
248  and  300  housings.  Both  fixtures  are  centered  accu- 
rately on  the  face  plate  of  the  boring  mill  by  slots  and 
keys.  The  inside  fits  into  which  the  housings  go  were 
bored  out  on  the  machine  with  which  they  are  used.  They 
are  gV  in.  larger  in  diameter  than  the  housings. 

The  inside  fixture  has  three  locking  arms  and  three 
indexed  set  screws.  The  locking  arms  center  the  hous- 
ing to  be  bored  and  the  set  screws  are  then  tightened 
until  the  index  on  each  is  the  same.  This  insures  accu- 
rate centering  of  the  housing  with  respect  to  its  fit  in 
the  motor  shell. 

The  outside  fixture  has  four  gage  rings,  one  for  use 


Boring  out  an  armature  bearing  after  it  has  been  pressed  into 
housing.  A  special  jig  is  used  for  centering  the  housing 
accurately 

with  each  of  the  four  different  types  of  housings  that 
are  bored  in  the  jig.  The  gage  rings  are  centered  accu- 
rately and  locked  in  position  by  a  set  of  indexed  screws 
which  move  centering  pins  into  position  by  the  action  of 
beveled  surfaces.  When  a  ring  is  centered  accurately 
all  the  indices  are  the  same. 

Great  care  is  used  in  the  removal  and  installation  of 
pinions.  Pinions  are  heated  in  a  hot-water  tank  so  that 
the  bores  are  expanded  previous  to  installation.  All 
teeth  are  gaged  for  wear.  A  discard  gage  used  to  deter- 
mine the  scrapping  limit  is  illustrated.  When  the  top 
projection  touches  the  end  of  a  tooth,  the  limit  of  wear 
has  been  reached. 

A  feature  of  the  motor  overhauling  section  is  the  pro- 


vision made  for  storing  parts  used  in  overhauling  adja- 
cent to  the  work.  Motor  leads  are  cut  to  exact  dimen- 
sions and  stored  in  racks.  Locked  cabinets  contain 
brush-holders,  bearings,  connectors  and  other  brass  or 
copper  parts.  Storage  racks  are  used  for  housings  and 
axle  caps  and  locked  boxes  hold  the  overhauling  tools. 
• ^ 

New  Quarters  Occupied  by 
Brooklyn  Companies 

OFFICIAL  transfer  of  the  general  offices  of  the 
Brooklyn-Manhattan  Tran.sit  Corporation  and  the 
Brooklyn  City  Railroad  to  the  new  Paramount  Theater 
Building  at  385  Flatbush  Avenue  Extension,  corner  of 
De  Kalb  Avenue,  Brooklyn,  on  May  14  was  preceded  by 
a  moving  period  of  ten  days,  in  which  the  various  depart- 
ments transferred  their  office  equipment  and  records  to 
their  new  quarters  and  on  Tuesday,  May  15,  the  old 
headquarters  at  Montague,  Clinton  and  Remsen  Streets 
were  turned  over  to  their  new  owners. 

The  B.-M.  T.  system  occupies  the  fifth  to  the  eleventh 
floors,  inclusive,  in  the  new  office  building.  The  Brook- 
lyn City  Railroad  occupies  the  third  and  fourth  floors. 
Each  company  has  its  own  separate  telephone  exchange 
in  the  new  building,  the  new  general  office  telephone 
number  for  the  B.-M.  T.  system  being  Cumberland  6200, 
while  that  for  the  Brooklyn  City  Railroad  is  Cumber- 
land 7100. 

The  transfer  marks  the  passing  of  85  Clinton  Street 
and  168  Montague  Street  as  the  headquarters  for  transit 
activities  in  Brooklyn.  The  building  at  85  Clinton  Street 
was  occupied  by  the  old  Brooklyn  Rapid  Transit  organi- 
zation in  August,  1905.  It  was  erected  to  provide  a  cen- 
tral building  for  the  various  departments  of  that  organi- 
zation which  had  gradually  absorbed  all  but  one  of  the 
various  railways  in  Brooklyn  at  that  time.  Prior  to  that 
time  168  Montague  Street  had  been  the  main  office  build- 
ing but  as  the  central  organization  had  expanded  while 
the  B.  R.  T.  system  increased  in  size  the  Montague 
Street  building  proved  inadequate.  In  fact  prior  to 
August,  1905,  several  departments  of  the  B.  R.  T.  system 
were  located  in  the  old  Franklin  Trust  Company  Build- 
ing, 185  Montague  Street,  and  at  various  places  around 
the  system.  When  the  building  at  85  Clinton  Street  was 
erected  the  lower  floors  were  connected  with  the  Mon- 
tague Street  Building  so  that  the  two  were  occupied  as  a 
single  building. 

The  building  at  168  Montague  Street  was  first  occu- 
pied by  the  Brooklyn  City  Railroad  in  May,  1892,  when 
the  company  moved  to  the  Borough  Hall  section  from  its 
old  headquarters  at  8-10  Fulton  Street  near  Fulton 
Ferry.  The  Brooklyn  Bridge  had  already  begun  to  make 
its  importance  as  a  traffic  artery  felt  on  the  ferries  to 
Manhattan  and  Fulton  Street  and  the  ferry  was  losing  its 
prestige  as  the  business  center  of  Brooklyn.  When  the 
Brooklyn  City  Railroad  first  moved  to  168  Montague 
Street,  it  was  on  the  extreme  western  edge  of  the  Bor- 
ough Hall  business  district  as  west  of  Clinton  Street 
there  were  nothing  but  private  residences  along  Mon- 
tague Street.  In  1893  the  Brooklyn  City  Railroad  turned 
the  building  over  to  the  Brooklyn  Heights  Railroad  in 
connection  with  the  lease  of  its  property  to  the  Brooklyn 
Heights  Railroad  and  the  building  was  occupied  by  the 
B.  R.  T.  system  until  October,  1919.  At  that  time,  the 
Brooklyn  City  Railroad  resumed  independent  operation 
of  its  surface  lines  and  its  executive  offices  returned  to 
168  Montague  Siireet. 


978 


ELECTRIC  RAILWAY  JOURNAL 


Vol.7\,No.24 


Solving  the  Car  Painting  Problem  in  Seashore  Climate 


SALT  AIR,  bright  sun  and  sand- 
laden  winds  create  an  extremely 
serious  car  painting  problem  for  the 
Atlantic  City  &  Shore  Railroad, 
Atlantic  City,  N.  J.  The  wind,  carry- 
ing fine  particles  of  sand  in  suspen- 
sion, has  almost  the  same  effect  on 
the  exterior  car  paint  as  a  compressed 
air  sand  blast  would.  Evidence  of 
its  destructiveness  is  found  on  the 
front  dashers  of  the  cars,  where  the 
paint  first  begins  to  show  the  effect  of 
the  climate.  The  moist,  salty,  air 
quickly  causes  corrosion  of  the  steel 
side  sheathing  of  the  cars  unless  it  is 
kept  well  painted  all  the  time.  The 
bright  sun  soon  fades  most  kinds  and 
colors  of  paint.  Only  by  giving  con- 
tinuous attention  to  the  matter  of  car  painting  has  the 
company  been  able  to  keep  its  rolling  stock  good  looking. 

Cars  are  repainted  about  once  in  twenty  months. 
Last  year  87  cars  out  of  a  total  of  125  on  the  property 
were  repainted.  "Burning  bush  orange"  is  a  new  color 
recently  selected  to  replace  a  lighter  shade  of  orange. 
Window  posts  are  painted  cream  color.  On  account  of 
its  ability  to  withstand  bright  sunshine  the  new  color 
gives  better  visibility  to  the  rolling  stock  and  creates  a 
more  attractive  ap])earance  as  well.  Lacquers  and 
enamels  of  various  kinds  have  been  tried  on  the  exterior 
of  the  cars  of  this  company  without  much  success.  The 
old-fashioned  paint  and  varnish  process  is  now  believed 
by  J.  W.  Gordon,  master  mechanic,  to  be  the  best  suited 
to  meet  the  difficult  conditions  at  Atlantic  City. 

If  the  car  comes  into  the  paint  shop  with  the  paint 
in  poor  condition,  it  is  all  burned  off.  If  the  old  paint 
is  in  fair  condition  the  exterior  of  the  car  is  sanded 
down,  puttied  and  glazed.  Twelve  hours  later  a  coat  of 
priming  paint  is  applied.  This  is  sanded  down  and  a 
coat  of  flat  color  put  on.  The  next  day  the  car  is  given 
a  second  coat  and  the  following  day  a  third  coat  of  flat 
color. 

The  car  is  then  ready  for  striping  and  numbering. 


Car  of  the  Atlantic  City  8C  Shore  Railroad  in   process  of  being 
repainted  "burning  bush  orange"  with  cream  window  posts 

This  is  done  in  black  by  hand.  At  the  same  time  the 
pole,  trolley  base,  bumpers  and  running  gear  are  painted 
black.  After  this  has  been  completed  three  coats  of 
varnish  are  applied  twenty-four  hours  apart.  No  rub- 
bing varnish  is  used.  Paints  are  mixed  by  hand  in  the 
railway  shop,  ingredients  being  purchased  in  bulk.  The 
pigments  are  ground  in  Japan.  Only  the  highest  quality 
material  and  best  grade  linseed  oil  are  used. 

Keeping  the  interior  of  the  car  in  good  condition  is 
not  a  serious  jiroblem.  When  the  car  comes  to  the  shop 
for  painting  the  interior  is  sanded  and  varnished.  The 
seats  are  scrubbed  and  the  floor  is  painted.  Interior 
electrical  equipment  is  painted  in  black. 

The  paint  shop  force  consists  of  six  men.  The  ca- 
pacity of  the  shop  is  four  cars  hut  ordinarily  not  more 
tlian  three  jobs  are  under  way  at  any  one  time.  Each 
job  takes  from  a  week  to  ten  days,  depending  largely  on 
the  condition  of  the  old  paint  and  the  amount  of  putty- 
ing and  glazing  necessary. 

It  is  felt  by  the  management  that  attractive  appearance 
is  an  important  asset  in  selling  transportation,  and  no 
effort  is  spared  by  the  Atlantic  City  &  Shore  Railroad  to 
keep  its  cars  attractive  in  appearance  despite  the  difficult 
climatic  conditions. 


At  left — After  three  coats  of  flat  color  have  been  applied  and  lettering  and  striping  done,  the  car  is  given  three  coats  of  varnish. 

At  right — Lettering  and  striping  are  done  by  hand 


Cologne  Lays  Tracks  Without  Ties 

Present  standards  in  Cologne  call  for  the  use  of  concrete  beams  in  paved  streets. 

The  rails  rest  on  an  elastic  filler  and  are  held  to  gage  by  tie  rods. 

On  reservations  and  on  curves  the  beams  are  omitted 


By  R.  Schwanter 

Assistant  Engineer  City  Transit  Board,  Cologne,  Germany 


FOLLOWING  a  trip  through  the  principal  cities 
in  the  Eastern  part  of  the  United  States,  in  which  I 
studied  transportation  methods,  I  take  this  means  of 
expressing  my  appreciation  for  all  the  kindnesses  shown 
me  by  railway  officials  and  others  who  allowed  me  to  in- 
spect their  systems.  In  part  return,  I  shall  describe  some 
features  of  German  street  railway  track  construction,  as 
exemplified  in  Cologne.  As  the  reader  will  see,  it  differs 
radically  from  the  methods  usually  followed  in  America. 
Incidentally,  I  found  during  my  trip  in  the  United 
States  that  although  American  double-truck  cars  have  a 
much  lower  axle  load  than  our  single-truck  cars,  our  cars 
run  much  more  smoothly.    The  principal  reason  for  this 


T40"rod... 


>^  F'^ 


■A     32 

% 


'^ISo 


■  an      >y  '         Shallow  Grooved 


7 


J^ 


->J 


frf. 


Standard  Section  No.4 

Figs.  1  and  2 — Standard  rail  section  No.  4 
and  shallow  groove  section  for  special 
work,  uced  in  Cologne 

is  that  our  rails  have  a  resilient  support.  Great  effort  is 
being  made  also  in  Germany  to  reduce  the  unsprung 
weight  of  the  car  on  the  track,  as  well  as  the  number  of 
rail  joints. 

The  usvial  method  of  joining  rail  ends  both  in  straight 
track  and  in  special  work  is  by  the  thermit  weld.  Often 
as  many  as  5  miles  of  rail  is  welded  in  one  section. 

The  most  generally  used  rail  and  wheel  section  are 
shown  in  Fig.  1.  Attention  is  directed  to  the  very  small 
clearance  between  the  flange  of  the  wheel  and  the  side 
of  the  rail  head.  The  purpose  of  this  is  to  prevent  nos- 
ing by  the  cars. 

The  Cologne  Street  Railway  makes  most  of  the  built- 
up  special  trackwork  used  on  its  system.  The  rails 
employed  in  special  work  are  of  the  shallow  or  flange- 
bearing  section,  shown  in  Fig.  2.  A  piece  of  special 
work,  such  as  a  frog,  is  built  up  of  one  such  through- 
running,  shallow-grooved  rail  and  two  adjoining  similar 
rail  sections,  which  are  first  set  up  on  a  common  bed- 
plate, where  they  are  held  in  position  by  bolts  (Fig.  3). 
Then  the  groove  is  cut  through  by  a  shaper  and  it  is 
deepened  at  all  four  outer  ends  for  the  smooth  entrance 
and  exit  of  the  wheels.    The  rail  ba.ses  are  then  electri- 


Fig.  3  (top  left) — Shallow  groove  rails,  bolted  up  for 
special  work  before  being  milled 

Fig.  4  (bottom  left) — Heel  of  switch  tongue  of  pivot  type, 
with  tools  to  take  up  the  tongue 

Fig.  5  (right) — Switch  tongue,  with  transition  curve  form 


cally  welded  to  the  bedplate,  and  the  splice  bars  to  the  rail. 
Owing  to  the  conical  shape  of  the  wheel  flange,  the  gage 
of  the  frogs  must  be  narrower  than  the  gage  in  straight 
track. 

Among  the  latest  switches  used  in  Cologne  are  those 
of  the  Vereinigte  Stahlwerke,  Hiitte  Ruhrort-Meiderich 
(Phoenix)  with  removable  heel-bearing  tongues  (Fig. 
4).  All  curves  and  all  switch  tongues  are  laid  out  ac- 
cording to  standard  transition  curves.  A  typical  switch 
is  shown  in  Fig.  5. 

The  standard  method  of  track  construction  for  straight 
track  in  asphalted  pavement  on  a  concrete  base  in  Co- 
logne is  shown  in  Fig.  6.  As  will  be  seen,  the  rails  are 
mounted  on  concrete  beams  or  stringers,  with  a  special 
rail  filler  between  the  rail  base  and  the  stringer  to  provide 
resiliency  in  the  track.    After  the  concrete  beam  is  laid, 


Rolled  asphalt 


.-Fine  washed     ,-  ^"i'  f'"^'' 
Iscreenings 


Fig. 


Concrete  1:5 

Height  of  longlluc/inal  beam  =11" 

W/olfh  of  longlfudinal  beam =23" 

6 — In   standard  tangent  track  construction,   the  rail  is  sup- 
ported by  an  elastic  filler  on  a  longitudinal  concrete  base 


971) 


980 


ELECTRIC  RAILWAY  JOURNAL 


Vo[.7\,No. 24 


Screvy  damp  for  pressfncf  fhe  hof  ra//  -fiJlen. 


Iron  bar 
5'  in  lengfh 


O.     4 


Z3%" 


^—Concre^ 
beam 


Fig.  7 — The  elastic  filler  is  tamped  under  the 
rail,  then  molded  on  the  side  by  long  iron 
bars,  pressed  in  by  screw  clamps 


Clamp----, 


Fig.  9 — As  the  screw  clamps  are 
removed,  U-shaped  clamps 
with  oak  wedges  are  substituted 


Fig.  13 — On  reservations,  this  T 
rail  is  used.    As  will  be  seen,  it 
has  a  very  wide  base 


Fig.  8 — Appearance  of  the  screw  clamps 
shown  in  Fig.  7 


Fig.  10 — Tangent  track  on  concrete  base  with  resilient  filler 
and  tie  rods,  before  the  installation  of  paving 


Crushi 


!ht</ sfone           Preis^al  copper  ^  .     ^   ,^  Special  formed  Uocks 

IJ'x2"fsize)       slag  blocirs  6J x6j       ^sphalt       /■  with  cement  mortar 
t      I       I  ^  ^^ t^i-^ , ,.  ■      groyt     ,■    •■J:6  next  to  rail 


t.s;  :"l..:.l  ■•"iV  ■"  '  •  _  _""*^^'^^'^^----  bait ^ 


'■/Drain 


Fig.  II — This  form  of  construction,  instead  of  that  with  a 
concrete  base,  is  used  on  curves 


Fig.  12 — Finished  curve  track  construction 

the  rails  are  placed  upon  it,  resting  upon  small  woodeal 
blocks,  the  same  thickness  as  the  future  resilient  filler. 
The  rail  joints  are  then  thermit  welded  and  a  tie  rod  is 
inserted  every  5  ft.  6  in.  to  keep  the  rails  to  gage.  The 
ends  of  these  tie  rods  are  finished  with  angles  to  form  a 
T,  and  these  ends  are  welded  to  the  rail  webs.  Then  the 
resilient  filler  is  inserted. 

The  filler  is  a  mixture  of  asphalt,  coke  ashes  and  fur-^ 
nace  slag.  It  is  heated  to  a  temperature  of  300  deg.  C. 
and  when  plastic  is  tamped  into  place  by  hand  with  iron, 
tampers.  It  is  then  made  smooth  on  each  side  by  lor 
flat  iron  bars  5  ft.  in  length  which  are  pressed  against  the 
filler  on  each  side  by  heavy  .screw  clamps  (Figs.  7  and  8), 
Later,  U-shaped  clamps  with  oak  wedges  are  substitute 


f  Grass  on  loam 


S/ze  Ij  chippings 
large  stone  base 


•Screened  gravel  or 

crushed  stones 

(S,zeliy^!i")  'Dramlfdiam. 

Joined  with  the  sewer 
Figs.  14  and  15 — On  reservations  the  upper  construction  is  used 
in  porous  soil,  the  lower  section  in  non-porous  soil 


June  16. 1928 


ELECTRIC  RAILWAY  JOURNAL 


981 


Fig.  Ifr — Track  under  construction  according  to  the 
design  shown  in  Fig.  15 


for  the  screw  clamps,  as  shown  in  Fig.  9.  After  the 
bitumen  has  set  the  wedges  are  driven  out  and  the  clamps 
removed.  Subsequently  the  filler  is  packed  around  the 
rail  web  on  each  side. 

Fig.  10  ilkistrates  a  section  of  track  with  tie  rods  in 
place,  ready  for  the  side  filler  and  paving.  There  is  no 
connection  other  than  the  resilient  material  between  the 
base  of  the  rail  and  the  concrete  beam,  but  the  tie  rods 
and  paving  keep  the  rail  in  place. 

Before  this  method  of  inserting  the  resilient  filler  was 
adopted  hot  asphalt  was  poured  under  the  rails,  but  the 
present  plan  has  proved  more  satisfactory. 


This  form  of  construction  has  proved  not  only  very 
durable  but  very  quiet.  Of  course,  when  the  rail  is 
renewed  the  tie  rods  which  are  buried  in  the  concrete 
have  to  be  cut  off,  and  this  means  that  later  they  have 
to  be  replaced.  But  the  filler  can  be  heated  up  and  used 
over  again. 

The  life  of  this  con.struction  is  from  25  to  30  years 
under  a  service  of  about  1,100  single-truck  cars  a  day. 

In  curves  the  construction  is  somewhat  different.  Here 
it  is  customary  to  use  square  paving  blocks  of  copper 
slag,  the  blocks  being  brought  right  up  to  the  side  filler. 
The  concrete  beam  is  omitted,  but  the  rails  are  mounted 
with  tie  rods,  on  a  crushed-stone  base,  as  shown  in  Fig. 
11.     Fig.    12  shows  the  finished  construction. 

In  all  cases  the  sub-base  is  drained.  The  rail  grooves 
are  also  drained,  being  connected  at  intervals  to  the 
sewers. 

The  track  on  reservations  and  other  right-of-way  is  of 
similar  construction  to  that  on  curves.  A  T-rail  with  a 
very  wide  base  is  used  (Fig.  13).  It  is  laid  on  stone  bal- 
last or  screened  gravel,  resting  on  a  base  of  large  stones. 
Tie  rods  are  used,  but  no  concrete  beams.  The  joints 
of  these  rails,  like  those  of  the  grooved  rails,  are  thermit 
welded.  Fig.  14  shows  the  usual  arrangement  on  porous 
soil  and  Figs.  15  and  16  that  on  firm  soil  like  clay.  After 
the  large  vertical  stones  are  set  in  place  at  the  bottom 
and  covered  with  a  thin  layer  of  gravel,  the  bed  is  com- 
pacted by  a  steam  roller. 

Fig.  17  shows  a  line  laid  in  this  way  on  a  reservation 
between  Nuremberg  and  Fiirth,  which  are  neighboring 
cities  about  4  miles  apart.  In  this  4-mile  route  there  are 
three  tracks  and  in  some  parts  four  tracks.  The  road 
thus  is  able  to  provide  both  express  and  local  railway 
service  between  the  two  cities.  The  express  service  has 
only  three  intermediate  stops. 

After  new  track  is  laid  and  before  it  is  used,  it  is 
customary  to  grind  the  rail  heads  smooth  with  a  grinder 
car,  because  it  has  been  found  that  new  rails  often  show 
traces  of  corrugation  acquired  in  the  rolling  mill.  On 
track  laid  in  the  way  described,  corrugations  almost 
never  develop  in  service. 

At  one  time  suburban  electric  railway  track  was  laid 
like  that  on  steam  railroads  with  cross  ties.  The  service 
given  by  the  methods  just  described,  however,  has  been 
so  satisfactory  that  it  is  being  substituted  for  crossties 
in  suburban  track  which  has  to  be  reconstructed. 


'ig.   17 — High-speed  railway  on  a  reservation  between  Nuremburg  and  Furth,  4  miles  apart.     Part  of  this  line  has  three  tracks  and 

part  has  four  tracks.     It  gives  an  express  and  local  service 


Oil' Sealed  Housings  for 
Railway  Motors 


By  W.  H.  Austry 

Railway  Motor  Engineering 
Westinghouse  Electric  &  Manufacturing  Company 


MAINTENANCE  of  a  reasonably  constant  oil  feed 
for  the  armature  and  axle  bearings  of  the  railway 
motor  is  difficult.  To  obtain  satisfactory  bearing 
life,  constant  attention  must  be  paid  to  the  oil  level,  upon 
which  the  rate  of  oil  feed  depends.  In  actual  service 
close  supervision  is  lacking,  and  bearing  life  is  reduced 
greatly.  Oil-sealed  housings  and  axle  caps  in  actual 
service  for  four  years  have  demonstrated  that  an  auto- 
matically maintained  constant  oil  feed  increases  bearing 
life  two  to  three  times.  This  increased  life  is  obtained 
with  a  60  to  90-day  lubricating  period.  In  addition  this 
system  of  lubrication  eliminates  glazing  of  waste  and 
provides  protection  against  the  entrance  of  dirt  and 
water.  All  of  these  outstanding  advantages  are  secured 
with  a  nominal  increase  in  weight  and  cost. 

An  accompanying  illustration  shows  an  ordinary  rail- 
way motor  and  truck  as  received  at  the  I  shop  for  over- 
haul. The  commutator  end  housing  is  covered  with  a 
deep  coating  of  oil,  sand,  dirt,  and  other  foreign  abrasive 
material.  The  cap  which  should  be  over  the  end  of  the 
shaft  to  help  exclude  dirt  from  the  bearing  is  missing. 
In  addition,  wheel  wash  enters  between  the  shaft  and  the 
bearing,  destroying  the  oil  film.  The  axle  cap  cover  is 
held  partially  open  by  the  protruding  waste,  so  that  the 
necessary  protection  against  the  entrance  of  dirt  is  lack- 
ing. The  hinged  type  cover,  with  its  felt  lining,  must  be 
opened  once  a  week  to  oil  the  motors,  and  the  utmost 
care  is  necessary  to  prevent  dirt  falling  in  at  this  time. 
But  most  of  the  dirt  enters  while  the  car  is  on  the  road, 
due  to  covers  left  partially  open  with  loose  or  broken 
springs  or  missing  felt  liners.  Some  dirt  is  introduced 
with  the  oil,  since  the  oiler  usually  carries  his  supply  in 
an  open  pail,  using  a  small  can  to  pour  it  into  the  oil 
chambers. 

To  limit  bearing  wear,  it  is  necessary  to  exclude  all 
abrasive  material,  and  supply  an  adequate  quantity  of  oil 
at  all  times.  The  amount  of  oil  the  bearing  receives 
depends  on  the  kind  and  quantity  of  waste  used,  the  grade 
of  oil  used  and  the  height  of  the  lift. 

Many  experiments  and  tests  have  been  conducted  to 
determine  the  most  suitable  packing  material  for  a  waste- 
packed  bearing.  Felt,  cotton,  wool,  and  many  combina- 
tions of  the.se  materials  have  been  used.  Where  the  waste 
both  lifts  the  oil  and  feeds  it  to  the  journal,  felt  and 
cotton  have  been  found  unsatisfactory,  since  they  glaze 
excessively  when  the  oil  supply  becomes  lean.  Wool 
waste  glazes  less  readily,  and  is  sufficiently  springy  to 
maintain  excellent  contact  against  the  journal.  The  only 
really  satisfactory  packing  material  is  long-strand  pure 
wool  waste.  The  quantity  of  waste  carrying  oil  is  deter- 
mined by  the  size  of  the  waste  chamber  in  the  housing 
or  axle  cap  and  the  manner  of  packing.  All  waste  packed 
bearings  where  the  oil  is  fed  to  the  journal  by  capillary 
action  should  be  packed  so  that  a  continuous  wick  is 


A  40-hp.  railway  motor  as  it  was  received  in  the  shop  after  one 
year's  operation  in  city  service 

formed  from  the  oil  chamber  to  the  journal.  The  win- 
dow in  the  bearing  should  be  filled  completely  with  the 
waste,  which  should  be  packed  firmly. 

The  oil  used  ordinarily  is  selected  easily,  since  most  of 
the  reputable  oil  companies  have  special  grades  of  elec- 
tric car  oil,  and  an  adequate  engineering  staff  to  deal 
with  customers'  troubles  which  may  arise.  In  the  tem- 
perate zone,  a  comparatively  light  oil  is  needed  in  winter 
and  a  heavier  grade  in  summer  to  compensate  for  the 
change  in  the  mean  temperature. 

The  relationship  between  the  flow  and  the  lift  for 
medium  car  oil  at  100  deg.  C,  using  a  good  grade  of  wool 
waste,  is  shown  by  the  accompanying  curve.  The  rate  of 
flow  is  seen  to  increase  rapidly  for  lifts  of  less  than  ^  in. 
The  feed  with  a  2|-in.  to  3-in.  lift  is  only  20  per  cent  of 
the  feed  with  a  ^-in.  lift.  A  sectional  view  of  the  or- 
dinary housing, 
packed  for  serv- 
ice, is  shown  in 
an  accompanying 
illustration.  With 
this  type  of  hon- 
ing it  is  common 
practice  to  fill 
the  oil  chamber 
within  ^  in.  of 
the  bearing  win- 
dow. The  level  is 
ordinarily  p  e  r  - 
mitted  to  drop  1 
in.  to  1^  in.  be 
fore  the  next  i 
ing  period, 
to  the  relative 


Correctly  packed  pinion  end  housing  for 
oil  and  waste  lubrication  showing  wool 
waste  in  place 


982 


June  16, 1928 


ELECTRIC  RAILWAY  JOURNAL 


983 


Filling  the  commutator  end  housing  of  a  35-hp.  motor  fitted 
with  oil  sealed  housings  and  axle  caps 


small  oil  capacity  of  this  type  housing,  the  oil  feed  lie- 
comes  too  low  for  satisfactory  operation  after  approxi- 
mately 1,000  car-miles.  Too  long  a  time  between  lubri- 
cating periods  permits  the  oil  feed  to  decrease  still 
further,  increasing  bearing  wear  and  often  producing  hot 
bearings. 

The  principle  of  the  oil-sealed  lubrication  system  is 
best  understood  by  reference  to  the  illustration  of  the 
old-fashioned  chicken  trough  and  the  cross  section  of  an 
oil-sealed  housing.  The  trough  consisted  of  a  Mason  jar 
filled  with  water  and  inverted  in  a  shallow  pan.  The 
water  m  the  pan  was  maintained  at  the  level  of  the  lower 
edge  of  the  jar. 

In  the  chicken  trough  chamber  B  is  the  drinking  por- 
tion, A  represents  the  inverted  jar,  and  the  ledge  C  the 
lower  edge  of  the  jar,  which  determines  the  water  level 
ill  the  outer  container.  If  some  of  the  water  is  drained 
from  the  outer  pan   B,  the   level   will   be  momentarily 

lowered  below  the 
ledge  C,  and  a  bub- 
ble of  air  will  trickle 
through  into  the 
main  reservoir  A. 
The  main  body  of 
the  water  in  A  drops 
slightly,  which  per- 
mits the  water  in 
the  outer  pan  to  rise 
until  a  seal  is  ef- 
fected at  the  ledge 
C.  If  the  water  is 
drained  continu- 
ously from  the  outer 
chamber,  this  bub- 
bling process  con- 
tinues until  the 
water  is  used  com- 
pletely from  reser- 
voir A.  Referring 
to  the  cross-section 
of  the  motor  hous- 


E5 


^2 


I, 


0  1  2  3  4  5  6 

Lift  in  Inches 

Graph  showing  decrease  of  oil  flow 
with  lift  on  40  hp.  motor  having  oil 
and  waste  lubrication 


Diagram  of  principle  of  old 
fashioned  chicken  trough 


ing  the  outer  chamber  B  is 

the    feeding    portion,    and 

maintenance   of   a  constant 

oil  level,  C,  keeps  constant 

the    waste    saturation,    and 

therefore    the    feed    to   the 

journal.  Chamber  A  has  an 

extremely  large  capacity  as 

compared  with  the  ordinary 

housing.    The  oil  lift  is  the 

distance  from  level  C  to  the 

lower  edge  of  the  bearing  window.     This  dimension  is 

fixed   by   the   designer,   being   based   on   the   actual   oil 

requirements    found    necessary    to    secure    satisfactory 

bearing  life. 

After  properly  packing  the  housing  or  axle  cap,  it  is 
filled  as  illustrated.  The  tapered  nozzle  of  the  pump  is 
inserted  in  the  large  hole  in  the  top  of  the  filling  tube. 
The  openings  in  the  top  of  the  tube  are  protected  by  a 
hinged  cover.  The  valve  in  the  pump  nozzle  is  opened, 
and  oil  is  forced  into  the  housing  or  axle  cap.    The  pres- 

inseri- nozzle  here 


Opening  befv/een 
wasfe  and  oil  supply' 


Remove  pipeplug^ 
to  clean  housing 


'^Drain  from  oil  ccrlch  ba^n 
Cross-Ecction  of  oil  sealed  housing 

sure  required  is  small,  and  is  obtained  by  previous  opera- 
tion of  the  hand-operated  air  pump.  One  pumping 
builds  up  sufficient  pressure  to  fill  several  housings  ana 
axle  caps.  The  hose  is  sufficiently  long  to  set  the  pump 
either  on  the  pit  floor  or  alongside  the  car.  During  the 
filling  process,  the  entrapped  air  escapes  through  the 
U-tube,  one  end  of  which  opens  to  the  atmosphere  in  the 
small  hole  at  the  top  of  the  filling  tube.  The  other  end 
of  the  U-tube  opens  near  the  top  of  the  main  oil  reser- 
voir. When  the  oil  chamber  is  filled  completely,  the  oil 
will  be  forced  out  through  the  U-tube,  providing  a  seal 
by  the  difference  in  height  of  the  oil  in  the  two  legs  of 
the  tube.  When  refilling,  the  entrapped  air  forces  out  of 
the  U-tube  the  oil  which  previously  formed  the  seal. 
The  air  then  escapes  until  the  reservoir  is  full  and  oil 
again  flows  out.  A  steady  flow  of  oil  is  a  positive  in- 
dication that  the  reservoir  is  full.  The  "plugging"  action 
of  the  waste  is  sufficient  to  prevent  the  oil  rising  on  that 
side  and  escaping  through  the  bearing  window  while 
filling.     No  airtight  joint  is  disturbed  in  filling. 

The  cover  over  the  waste  chamber  in  nearly  all  motoi  s 
is  felt-lined  and  held  on  by  two  bolts.  A  few  of  the 
larger  motors,  due  to  space  restrictions,  use  the  "scissors" 


984 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  NolA 


type  cover.  The  bolted-on  cover  is  removed  only  when 
packing  the  waste,  thereby  eliminating  the  entrance  of 
foreign  matter  which  occurs  with  the  ordinary  type  of 
cover. 

Oil-sealing  eliminates  the  necessity  of  gaging  oil  levels. 
New  motors  should  be  lubricated  and  run  for  6.000  miles 
as  a  trial  period.  The  motors  should  then  be  oiled,  keep- 
ing a  record  of  the  oil  consumption  of  each  bearing. 
Knowing  the  capacity  of  the  reservoir,  the  safe  oiling 
period  may  be  ascertained.  This  period  will  be  from  60 
to  90  days,  which  corresponds  with  6,000  to  10,000  car- 
miles.  After  this  period  has  been  determined,  no  gaging 
is  required,  each  housing  or  axle  cap  being  filled  at  the 

specified  intervals. 

^ 

Maintenance  Costs  Reduced 
by  New  Equipment 

By  W.  H.  McAloney 

Superintendent  of  Equipment, 

Georgia  Power  Company,  Atlanta,  Ga. 

SINCE  1922  the  Georgia  Power  Company,  Atlanta. 
Ga.,  has  purchased  200  new  double-truck,  low-floor, 
four-motor  cars  for  cfty  service,  dismantling  and  scrap- 
ping an  equal  number  of  two-motor  cars,  the  greater 
portion  of  which  were  single-truck.  The  new  cars  are 
larger  and  of  greater  seating  capacity.  Their  use  has 
resulted  in  an  improvement  in  the  service  and  a  saving  in 
platform  labor  and  maintenance  cost.  ' 

As  to  advantages  gained  in  maintenance  with  the  smal- 
ler motors,  numerous  parts  of  small  dimensions  naturally 
cost  less  and  are  easier  to  handle.  This  logically  tends  to 
hold  down  maintenance  costs.  The  only  way  to  show 
actual  results,  however,  is  to  give  our  maintenance  costs 
for  the  entire  division  of  equipment  maintenance  accounts, 
not  including  depreciation,  which  are  as  follows:  1925, 
$21.53  per  1,000  car-miles;  1926,  19.99  per  1,000  car- 
miles;  1927,  18.45  per  1,000  car-miles. 

Logically,  we  are  getting  some  advantage  from  our  new 
equipment,  which  reflects  in  our  lower  maintenance.  On 
the  other  hand,  these  new  cars  and  equipment  began 
going  into  service  in  1922,  so  that  the  earlier  ones  have 
already  covered  a  period  of  five  years. 

A  stack  of  80  of  the  older  type,  heavy,  split-frame  mo- 
tors which  have  been  retired  from  service  was  illustrated 
in  this  paper  for  Dec.  31,  1927,  page  1180.  The  total 
weight  of  the  motors  aggregated  111  tons.  These  motors 
were  replaced  by  modern  motors,  an  equal  number  weigh- 


ing 56  tons,  a  reduction  in  weight  of  55  tons,  or  approxi- 
mately 50  per  cent. 

Since  1921  we  have  retired  a  total  of  426  old  motors. 
During  this  .same  period  a  total  of  848  light-weight  mod- 
ern motors  have  been  placed  in  service,  making  a  net 
increase  of  422  motors.  This  increase  is  the  result  of 
retiring  159  two-motor  cars  and  27  four-motor  cars,  and 
placing  in  service  212  four-motor  cars. 

The  total  weight  of  the  426  old  motors  retired  aggre- 
gates 516.29  tons  as  compared  to  605.68  tons  total  weight 
of  848  motors  placed  in  service,  an  increase  of  83.39  tons. 

In  1921  we  had  a  total  of  1,038  motors,  the  total  weight 
of  which  was  1,406  tons.  In  1927,  with  a  net  increase  of 
426  motors,  the  total  weight  of  1,464  motors  amounted  to 
1,495.35  tons,  an  increase  of  6.36  per  cent.  Increasing 
the  weight  6.36  per  cent  is  the  result  of  increase  in  four- 
motor  equipment  over  two-motor  equipment.  Replacing 
an  equal  number  of  motors  would  result  in  a  reduction  in 
weight  of  58.4  per  cent,  since  the  average  weight  of  422 
motors  retired  is  2,445  lb.  each,  as  compared  to  the 
average  weight  of  1,429  lb.  each  for  the  848  new  motors 
placed  in  service. 

Some  of  the  advantages  from  a  maintenance  stand- 
point are  that  replacement  of  journal  boxes,  brasses, 
axles,  etc.,  for  a  3|x7-in.  journal,  costs  less  than  for  a 
4:J^x8-in.  journal.  Replacement  of  4-in.  axle  bearings 
costs  less  than  for  a  large  axle.  The  same  holds  true  of 
all  motor  parts.  This  is  not  taking  into  account  the  sav- 
ing in  energy  and  possibly  track  maintenance.  Our 
maintenance  co.st  for  1926  was  $20,  as  compared  to  $18.45 
for  1927. 

The  old  motors  were  rated  at  40  hp.,  500  volts.  They 
were  of  the  non-ventilated,  non-commutating  pole,  split- 
frame  type.  Armature  speeds  were  500  to  550  r.p.m., 
gear  ratios  16:67  to  18:66,  gears  5-in.  face,  three  pitch, 
spur  type,  axle  bearing  finished  bore  4f  in.  and  5  in. 
Weights  of  motors  ranged  from  2,280  lb.  to  2,880  lb. 

The  new  motors  are  35  hp.,  600-volt,  commutating  pole 
tyf)e  with  armature  speed  1,100  r.p.m.,  gear  ratio  14:69, 
gears  4  in.  face,  four  pitch,  long  and  short  addendum 
type,  axle  bearing  4  in.  finished  diameter. 

In  the  past  five  years  we  have  rewound  110  per  cent  of 
our  old  armatures  as  compared  to  0.019  per  cent  of  the 
new  motors.  The  miles  per  rewind  for  the  old  motors 
for  the  year  1927  averaged  307,163  as  compared  to 
10,646,741  miles  per  rewind  for  the  new  motors.  Th 
is  largely  due  to  newness  of  the  motors,  but  overhaulir 
dipping,  and  baking  on  a  60,000-fnile  basis  has  increasd 
the  mileage  on  the  older  lot  of  new  motors  which  ha^ 
been  in  service  for  five  years. 


The  old  type  motor  at  the  left  weighs  2,880  lb.,  while  the  new  ona  at  the  right,  a  light-weight  motor  adopted  as  standard 

by  the  Georgia  Power  Company,  weighs  1,415  lb. 


Jidir   16.  1928 


Kl.RCTRIC  RAILWAY  JOURNAL 


985 


EIrrfric  Railway  Journal  Maintenance  Data  Sheet 

KOI.I.INtJ    STOCK — KI.ECTKICAL — 50 


Sleeve  Prevents  Bending 
While  Installing  Shafts* 

By  C.  B.  Hall 

Chief  f'lerk  Mechaniral  Department 
Virginia  Electric  &  Power  Company,  Xorfolk,  Va. 

DIP'FICULTY  was  experienced  by  the  Virginia  Elec- 
tric &  Power  Company,  Norfolk,  Va.,  from  bending 
of  armature  shafts  while  they  were  being  installed.  The 
practice  was  to  use  a  wheel  press  and  apply  25  to  30 
tons  pressure  to  the  pinion  end  of  the  shaft  while  the 
commutator  end  of  the  armature  was  held  against  the 
stationary  head  of  the  press.  In  several  instances 
shafts  were  bent  so  as  to  be  beyond  repair. 

To  overcome  this  trouble  a  sleeve  to  fit  over  the 
tapered  portion  of  the  armature  shaft  and  rest  against 
the  end  of  the  bearing  surface  of  the  shaft  was  devised 
by  George  S.  Cahoon,  foreman  of  the  electric  shop. 
This  sleeve  provides  a  protection  for  the  shaft  end  and 
threads.  It  transmits  the  pressure  to  a  larger  section 
of  the  shaft  so  that  danger  of  bending  is  overcome. 

One  of  the  accompanying  illustrations  shows  the  type 
of  sleeve  used  together  with  an  armature  shaft  ready 
for  installation.  The  other  shows  the  armature  in  posi- 
tion ready  for  pressure  to  be  applied. 

*Si(biiiitlcd  in  P'lkctric  Railway  Journal  Prize  Contest 


At  top — Sleeves  for  fitting  over  the  pinion  end  of  armature 
shafts,  with  a  shaft  ready  for  installation  shown  in  rear 

Lower  View — Armature  in  position  in  wheel  press  ready 
for  installation  of  shaft 


Electric  Railway  Journal  Maintenance  Data  Sheet 

TRACK    .AND    WAY    DEPAKTMKNT — 28 


Compromise  Thermit  Joints  Made 
Without  Wax  * 

By  J.  A.  McCartney 

Sul'cyintcndcnt  of  Conslruction  Pittsburgh  Raihi'ays,  Pittsburgh,  Pa. 


RECONSTRUCTION  of  track  on 
the  lines  of  the  Pittsburgh  Rail- 
\vay.s  involves  a  considerable  number 
of  compromise  joints.  With  some 
experimenting  it  was  found  that  the 
old  method  of  using  wax  molds  for 
the  thermit  joints  could  be  eliminated. 


A  standard  pair  of  mold  boxes  are 
cut  out  to  fit  the  particular  joints  and 
with  a  little  additional  dressing  of  the 
molds  it  is  foimd  that  comprotnise 
joints  can  be  thermit  welded  with 
no  more  difficulty  than  the  ordinary 
standard   joints.      This   results   in   a 


— '"•Ti'iiiii-gi-iiii'ii  •         ^_  ^^^^hhphb^^^^^^^^^h 


considerable  saving  in  time  and  cost. 
JVIoId  boxes  arc  cut  out  to  fit  the 
most  common  compromise  joints  en- 
countered and  are  now  carried  as 
a  part  of  the  railway's  standard 
equipment. 

In  the  three  accompanying  illustra- 
tions one  shows  a  set-up  for  joining 
80-lb.  A.S.C.E.  tee  rail  with  134-lb. 
girder  groove  rail.  The  view  on  the 
right  shows  a  pair  of  mold  boxes  cut 
out  and  ready  for  making  this  joint, 
and  the  center  view  shows  the 
finished  weld. 


At  left — 80-lb.  A.S.C.E.  tee  rail  set  up  with  134-lb.  girder  groove  rail.    In  center — Finished  thermit  weld. 
At  right — A  pair  of  mold  boxes  cut  out  and  ready  for  applying  to  the  joints 

*Subiiiillc(i  in  Electric  Kailway  Joiirxal  Prize  Contest 


986 


ELECTRIC  RAILWAY  JOURNAL 


Vol.7\,Nn.2i 


Electric  Railway  Journal  Maintenance  Data  Sheet 

ROLLING  STOCK — ELECTRICAL, — 51 


Convenient  Commutator  Neck  Slot  Cleaner' 

By  Arthur  E.  Clegg 

Foreman  Electrical  Department  San  Diego  Electric  Railway,  San  Diego,  Cal. 


CLEANING  leads  and  solder  from 
commutator  necks  of  armatures 
after  they  are  stripped  is  a  long, 
tedious,  tiresome  and  costly  job.  To 
eliminate  the  costly  procedure  a 
milling  cutter  was  designed  and  is  Commutator 
now  used  by  the  electrical  depart- 
ment of  the  San  Diego  Electric  Rail- 
way, San  Diego,  Cal.  This  speeds 
up  the  work  and  leaves  the  commu- 
tator neck  slots  perfectly  clean. 
The   milling   cutter   is    If    in.    in 


\  ^'Arbor  nut 


diameter  and  0.099  in.  thick,  and  is 
made  of  tool  steel.  The  thickness 
of  the  milling  cutter  depends  on  the 
width  of  the  slot  in  the  commutator 
neck.  The  cutter  is  fastened  to  an 
arbor  by  a  nut  taken  from  a  com- 
mutator bar  slotting  machine.  It  is 
set  for  each  commutator  neck  slot 
and  is  moved  across  the  slot  slowly 
by  means  of  a  lever,  which  moves 
the  arbor  and  thereby  clips  out  the 
leads  and  solder. 


Method  of  cleaning  commutator 
neck  slot  by  means  of  a  milling 
cutter 


*Submitted  in  Electric  Railway  Journal  Prize  Contest. 


Electric  Railway  Journal  Maintenance  Data  Sheet 

TRACK    AM)    WAY    IIKPART.MKNT — »» 

Rails  Used  in  Concrete  Tie  Construction 

By  Louis  'i".  Hotto 

Superintendent  Maintenance  of   Way,  San 

Aninnin  Public  Service  Company, 

San  Antonio,   Tex. 


IN  REBUILDING  some  gravel 
ballast  tracks  a  number  of  rein- 
forced concrete  ties  made  u])  with  old 
rails  were  used  to  replace  wood  ties 
in  twelve  paved  street  intersections. 
For  this  purpose  anti  for  use  under 
.special  work  where  tracks  are  not 
concreted  this  type  of  tie  has  been 
found  desirable  as  it  holds  the  tracks 
rigidly  in  line,  gives  a  greater  surface 
bearing  on  the  subsoil  and  provirles 
a  durability  equal  to  steel  and  rein- 
forced concrete. 

As  shown  in  the  accompanying 
illustration,  the  tie  is  made  up  of  two 
pieces  of  scrap  rail  6  ft.  long,  spaced 
8  in.  apart.  Angles  welded  at  the 
ends  of  the  bases  of  the  rails  hold 
them  in  position.  Holes  are  burned 
in  the  bases  of  the  rails,  forming  the 


■  a'-- 


^-Hole  for  fix>/f Bail  fit 


Bail  fie 


Top  Plon 


3''xS''jrg  L'iron- 


H  Section  A-A 


Side  Elevation 
Construction  of  reinforced  tie  using  discarded  T-rails 


rf-A  

^♦^k  End 

Elevntion 


top  of  the  tie,  for  fastening  the  rail 
section  used.  They  are  then  placed  in 
the  track  and  reinforcing  wire  is 
l)laced  so  as  to  hold  the  concrete 
firmly  in  ])osition  and  then  the  con- 
crete is  ])oured. 

When  .SO-II).  or  60-lb.  rail  is  u.sed, 
the  ties  are  made  up  complete  and 
are  placerl  in  the  track  like  ordinary 


ties.  Where  heavy  rail  is  used  or 
where  long  switch  ties  are  necessary, 
it  is  easier  to  pour  the  concrete  after 
the  ties  are  in  place. 

On  this  work  it  was  found  that  a 
welder  and  liel]H'r  could  make  }il 
frames  in  eight  hours.  A  cubic  yard 
of  concrete,  of  1:2:4  mix,  fills 
twenty  frames  using  60-lb.  rail. 


*Suhniilled  in  Electric  Railway  Joirnal  Prise  Contest. 


I 


/»;;<■  16,  1928 


ELECTRIC  RAILWAY  JOURNAL 


987 


Electric  Railway  Journal  Maintenance  Data  Sheet 

ROLLINU    STOCK — TRUCKS — 86 


Reinforced  Trucks  Require  Little  Maintenance^ 

By  R.  T.  Chiles 

Master  Mechanic  Cumberland  County  Power  &  Ijight  Company, 
Portland,    Me. 


THE  Cumberland  County  Power  &  Light  Company 
has  Brill  78-M  trucks  in  service  which  developed 
weaknesses.  The  trouble  was  overcome  by  strength- 
ening several  parts.  The  two  cross  bars  of  the  truck 
are  of  5-in.  channels.  These  were  reinforced  with 
J-in.  X  4-in.  plate  and  the  strength  of  the  cross  bar 
gusset  plates  was  increased  by  making  them  of  J-in. 
stock  and  of  increased  length.  Three-quarter-inch 
bolts  were  used  instead  of  I  in.  To  keep  the  cross  bars 
tight  and  eliminate  tilting  toward  the  wheels 
four  cross-bar  brackets  were  added.  These  are  of 
4-in.  X  4-in.  x  i-in.  angles  8  in.  long. 

With  these  improvements  the  truck  has  been  oper- 


Brill  type  78  truck  with  reinforcements 

ating  for  two  years  and  the  bolts  stay  tight  and  the 
trucks  keep  in  alignment.  The  trucks  are  also  now 
maintained  much  cheaper  than  previously. 


*Suhmitted  in  Elfxtric  Railway  Journal  Prise  Contest. 


Electric  Railway  Journal  Maintenance  Data  Sheet 

K(>I.I.IN<i     ST<>(  K — MISCKI.I>.\NK<)i;S — 34 


Compressed  Air  Vacuum  Cleaner 

By  O.  R.  McClain 

Foreman  Air  Brake  Department  Gary  Railways, 

Gary,  Ind. 


CLEANING  of  car  interiors  and 
seats,  ordinarily  a  disagreeable 
task,  has  been  made  easier  through 
the  use  of  suction  equipment  devel- 
oped in  the  shop  of  the  Gary  Rail- 
ways, Gary,  Ind.  Before  the  use  of 
this  equipment  seat  bottoms  were 
taken  to  some  remote  section,  the  car 
cleaner  donned  adust  mask,  gloves  and 
clothing  fastened  securely,  and  the 
dust  was  blown  off  by  use  of  air  with 
100  lb.  pressure.  The  job  was  very 
mussy  and  seat  backs  often  were  not 
cleaned  due  to  the  labor  required  for 
removing  them.  Experiments  in 
cleaning  were  made  with  a  household 
type  of  vacuum  cleaner,  I)ut  this  was 
found  insufficient  to  draw  the  dust 
and  heavy  i)articles  from  the  up- 
holstery. Four  hours  of  time  was 
also  needed  to  clean  the  .seats  in  a  car 
with  this  equipment. 


The  new  device  works  on  the  prin- 
ciple of  the  injector.  It  was  con- 
structed by  using  ordinary  pipe 
nipples  and  fittings  of  appropriate 
sizes.  A  partial  vacuum  is  produced 
through  the  expansion  of  90-lb.  com- 
pressed air  as  it  leaves  a  ^-in.  pipe 
and  enters  a  ^-in.  pipe.  The  connec- 
tion from  the  vacuum  cleaning  equip- 
ment is  made  to  the  |-in.  pipe  outside 
of  the  smaller  one.  The  accompany- 
ing illustration  shows  the  construc- 
tion. 

The  shop  air  which  is  used  pro- 
duces a  vacuum  60  per  cent  greater 
than  that  of  the  household  vacuum 
cleaner  which  was  tried.  The  air 
l)ressure  supply  is  controlled  by  a 
^-in.  shut-off  cock.  The  vacuum  and 
exhaust  openings  are  of  2-in.  pipe 
nipples  turned  in  a  lathe  to  receive 
fittings  necessary  for  attachment  to  a 


'/  elbow 

;?  bushings  , 

■'rfuMngs.-''P'P-    ?"'>P" 


\Nozzle. 


j^^ 


Vacuum  cleaning  apparatus  as  used  by  the 
Gary  Railways 

dust  bag  and  to  the  intake  hose  of  the 
household  vacuum  cleaner.  Advan- 
tages are  low  cost,  absence  of  wear- 
ing parts,  light  weight  and  easy  oper- 
ation. Seats  do  not  have  to  be 
removed  and  but  two  hours  are 
required  per  car  for  the  cleaning. 


*Siibmitted  in  Elextfric  Railway  Journal  Prise  Contest. 


988 


ELECTRIC  RAILWAY  JOURNAL 


F0/.7  l,A-o.24 


Electric  Railway  Journal  Maintenance  Data  Sheet 

KOI^LING     STOCK — TKICKS — 37 


Improved  Adjustment  for  Brake 
Release  Spring* 

By  I.  F.  Morris 

Assistant  Master  Mechanic  Southern  Ohio  Public  Semice  Company, 
Zanesville,  Ohio 


set  of  rope  blocks  to  assist  in  the  ad- 
justment. To  adjust  the  spring  ten- 
sion one  end  of  the  rope  with  blocks 
is  hooked  to  the  brake  l)eam  while  the 
other  is  fastened  through  the  i\-in. 
hole  in  the  end  of  the  rod.  When  the 
desired    tension    is    obtained    a   |-in. 

CONSIDERABLE  trouble  was  |-in.  round  steel  15  in.  long  to  the  cotterpin  is  inserted  through  the  near- 
experienced  in  making  adjust-  .spring  rod  as  close  as  possible  to  the  est  l-in.  hole,  and  a  |-in.  washer  is 
ments  of  brake  release  springs  on  first  coil  of  the  spring.  Beginning  placed  between  the  cotterpin  and  the 
some  Brill  79-E  trucks  used  by  the  8  in.  from  the  first  coil  of  the  spring  supporting  castings.  The  edges  of 
.Southern  Ohio  Public  Service  Com- 
pany. The  special  |-in.  square  nut 
with  shoulder  on  the  end  of  the 
spring  rod  would  wear  almost 
through  the  supporting  casting  on  the 
truck  frame,  and  the  spring  rods 
themselves  became  worn,  due  to 
vibration.  For  adjustment  it  was 
necessary  to  remove  the  spring  from 
the  trucks,  cut  oiif  the  rod  and  weld 
a  new  piece  on.  This  had  to  be 
threaded  and  special  nuts  fitted  to 
this  end. 

To    overcome    the    difficulty 


Special  shoulder  nuf-'. 


the  flat  washers  are 
cut  off  slightly  to  allow 
both  washers  to  lie  flat 
against  the  supporting 
casting.  With  this 
arrangement  one  man 
can  install  and  adjust 
a  spring,  and  support- 
ing castings  and  rods 
wear  very  little.  The 
springs  also  have  less 
vibration  and  special 
-g-in.  holes  are  drilled  spaced  1  in.  nuts  are  unnecessary.  A  consideral)le 
the  apart.  At  the  end  of  the  rod  a  iV-i"-  saving  in  time  for  application  and  in 
practice  now  is  to  weld  a  piece  of   hole  is  drilled  for  hooking  in  a  small  ease  of  adjustment  has  resulted. 


a  Round  iron-' 


Above — Original  type  of  release  spring. 
Below — Improved  construction  now  used 


^Submitted  in  Electric  Railway  Journal  Price  Contest. 


Electric  Railway  Journal  Maintenance  Data  Sheet 

KOI.MNd     STOCK — MISCKLLANKOl'S — S") 

Gutters  Reduce  Window  Cleaning 

By  J.  E.  BoDOH 

Master  Mechanic  Wisconsin  Public  Sert'ice  Corporation, 

Green  Bav,  IVis. 


CAR  WINDOWS  streaked  with 
dirt  are  annoying  and  repulsive 
to  the  street  car  rider.  Rain  carries 
dust  and  soot  from  the  roof  down  the 


aA 


J. 


Cross-section  of  gutter  used 

sides  of  the  cars  where  it  stays  until 
the  car  can  be  returned  to  the  shop 
for  cleaning.  To  improve  the  ajjpear- 
ance  of  cars  and  reduce  the  amount 


of  cleaning,  gutters  have  been  placed 
over  the  letterboards  of  the  cars 
of  the  Wisconsin  Public  Service 
Corporation. 

To  make  the  gutter  retain  the  water 
while  a  car  might  be  swaying  in  serv- 
ice, a  special  shape  was  adopted  for 
the  top  edge.  This  is  bent  over  as 
shown  in  the  accompanying  sketch. 
Gutters  were  installed  on  the  eave 
line  a  few  inches  above  the  windows 
on  either  side  of  the  car.  This  con- 
struction has  been  eflfective,  and  the 
cost  of  $10  per  car  has  undoubtedly 
been  saved  several  times  in  car  wash- 
ing, besides  increasing  the  immeasur- 
able value  that  neatness  of  a  car  gives. 


wn, 

5^ 

^^^^^^^ 

w^ 

^j«i 

^■ff    ^  -..tiJiJSSSk 

■  ■ 

^^H&ki 

H 

m 

IjlTl 

^^H  'i  V 

■1 

Hn*' 

P^i^V 

^^|. 

'Submitted  in  Electric  Railway  Journal  I^rise  Contest 


Gutter  installed  on  car  roof 


Jiiiw  16,  1928 


ELECTRIC  RAILWAY  JOURNAL 


988a 


TOOL  STEEL"  Pinions 

pay  Big  Dividends  on 

Safety  Car  Motors 

A  User  tells  his  Experience 

"Due  to  excessive  breakage  of  the  pinions  we  were 
using,  we  began,  about  two  years  ago,  and  eventu- 
ally replaced  all  of  our  108  motors,  with  'Tool 
Steel'  pinions  which,  of  course,  stopped  the 
breakage.  When  we  had  so  many  pinions  break  last 
year,  it  was  not  uncommon  to  have  a  broken  gear 
or  a  pair  of  wheels  ruined  due  to  the  Operator  or 
Inspector  trying  to  clear  up  the  line  and  sliding  the 
wheels  to  a  turnout  or  clear  to  the  barn.  You  know 
how  much  a  new  gear  costs  and  you  probably  know 
that  it  costs  about  $30.00  to  change  a  pair  of 
wheels,  so  I  feel  satisfied  that  I'd  rather  have  a 
'Tool  Steel'  pinion." 


The  above  quotation  from  the  letter  of  a  user  of 
"Tool  Steel"  Pinions  further  confirms  our  con- 
tention that  "Tool  Steel"  Gears  and  Pinions 
reduce  maintenance. 


The  Tool  Steel  Gear 
&  Pinion  Company 


CINCINNATI 


OHIO 


'j^stM/qu^  GCARSAN">  PINION/" 


i)88b 


ELECTRIC  RAILWAY  JOURNAL 


June  16,  1928 


AN  OVEN  FOR  THE  BAKING  OF 
CAR  MOTOR  ARMATURES  AND  COILS 


The  well-designed  and  properly  constructed  oven  for 
baking  car  motor  armatures  and  coils,  effects  important 
savings  in  maintenance  costs,  because: 

1 .  Its  general  layout  is  fitted  to  the  needs  of  the  plant 
where  it  is  located. 

2.  It  reduces  to  a  minimum  the  amount  of  handling  and 
operating  labor  required. 

3.  It  conserves  fuel  by  means  of  properly  disposed  insula- 
tion, heat-proof  construction  and  the  recirculation  of 
heated  air. 

4.  It  gives  a  high  degree  of  product  uniformity,  due  to  a 
carefully  balanced  system  of  heating  and  ventilation, 
that  subjects  all 
units  of  the  oven 
load  to  the  same 
temperatures. 

5.  It  is  highly  flexible 
and  under  complete 
control,  so  that  bak- 
ing conditions  can 
be  accurately  varied 
to  suit  the  needs  of 
any  type  of  coils  or 
armatures  being  run. 


YOUNG  BROTHERS  COMPANY 

6520  MACK  AVENUE,  DETROIT,  MICHIGAN 


DISTRICT  SALE.S  OFFICKS 

30  Church  St.  -  -  -  -  New  York 
1424  Guarantee  Title  Bldft.,  C:leveland 
til  Pennant  BItlg.  -  -  -  -  St.  LouU 
419  New  C:all  Bldg.  -  -  San  Francisco 
908  EUicott  Square  -  -  -  .  Buffalo 
20  E.  Jackson  Blvd.  -  -  -  Chicafto 
807  San  Fernando  Bldg.,  I.o.s  Ani^eles 
248  Central  Bldg.    -    -   Seattle.  Wash. 

10  High  St. Boston,  Mass. 

Hiram  Walker  &  .Sons.  Metal  Products 
Limited,   Walkervllle,   Ont. 


6.  It  can  be  operated  with  complete  safety,  concentration 
of  inflammable  or  explosive  mixtures  of  gas  in  dangerous 
quantities  being  prevented. 

7.  It  does  not  allow  burning  or  embrittlement  of  the  insu- 
lating varnish. 

8.  It  produces  a  thoroughly  dry  film,  tough  enough  to 
withstand  the  most  severe  treatment  in  service  and 
developing  the  full  dielectric  strength  of  the  varnish. 

9.  It  bakes  the  coils  or  armatures  in  the  shortest  time 
consistent  with  characteristics  of  varnish  used. 

10.  It  delivers  the  baked  coils  or  armatures  all  ready  for 
assembly. 

If  your  oven  units  do  not 
meet  these  standards, 
your  baking  and  mainte- 
nance costs  are  probably 
higher  than  they  need 
be. 


I 


OVENS  FOR 

Core  and  mold 
baking  —  Low 
temperature 
heat  treating  — 
Drying.  Japan- 
ning and  Enam- 
eling —  Electrical 
appliance  balling 
—  Adapted  to  all 
methods  of  heat- 
ing. 


l|IDUSTRIAin>VENS 


Young  Brothers  Com- 
pany are  prepared  to  in- 
vestigate and  make 
recommendations  for 
means  of  increasing  your 
oven  efficiency. 

You  are  under  no  obliga- 
tion in  accepting  this 
service. 


For  Correct  Maintenance 


You  need  a  Lubricating  Engineer  to 
keep  your  cars  running  smoothly — to 
keep  labor  and  maintenance  costs  down 
— to  insure  maximum  life  of  bearings. 


ion 


LUBRICANT 


TULC 


lubricants,  specially  compounded  for  electric  railway  car 
maintenance,  are  compounded  by  specialists.  TULC  is 
recommended  for  securing  better  lubricating  results. 

Write  for  details. 

THE  UNIVERSAL  LUBRICATING  CO. 

1400  Schofield  Bldg.,  Cleveland,  Ohio 


June  16,1928 


ELECTRIC  RAILWAY  JOURNAL 


989 


Electric  Railway  Journal  Maintenance  Data  Sheet 


HISKS  ANI>   TRUCKS — 13 


Bus  Garage  Spring  Rack 

By  J.  C.  Baink 

Hnr/iiicrr  of  RoHinfi  Stock  and  Shot's  Departmcnl 

Nnii  Orleans  Public  Service,  Inc., 

New  Orleans,  La. 


SPRIMG  leaves  and  assembled  bus 
springs  are  stored  in  a  rack  in 
the  bus  garage  storeroom  of  the  New 
Orleans  Public  Service,  Inc.  The 
rack  is  built  of  wood  and  steel  strap, 
and  requires  but  a  small  amount  of 
floor  space.  The  A  shape  makes  it 
suitable  for  racking  of  spring  leaves 
of  different  lengths  and  its  lightness 
makes  it  easy  to  move.    The  two  ends 


and  cross  braces  are  constructed  of 
2x6-in.  timber.  Openings  for  the 
springs  are  5  in.  square,  and  the  sup- 
ports are  made  of  lx:|^-in.  steel 
strap.  The  floor  space  occupied  is 
3  ft.  8  in.  X  4  ft.  2  in.  and  the  height 
is  8  ft. 

The  illustrations  on  the  reverse 
page  show  the  a])])earance  and  dimen- 
sions of  the  rack. 


Electric  Railway  Journal  Maintenance  Data  Sheet 


UUSKS   AXIJ   TKICKS — 14 


Bus  Air  Reservoirs  Filled  from  Shop  Air 

By  Gus  C.  Kraus 

Assistant  to  Superintendent  of  Rollini/  .'itock  and  .\hofs. 

New  Orleans  PuI'lic    Senncc,  Inc., 

New  Orleans,  La. 


FILLING  air  reservoirs  on  buses 
from  the  garage  reservoirs  in- 
stead of  running  the  engine  to  drive 
the  6-cu.ft.  air  compressors  with 
which  buses  are  equipped,  is  the  prac- 
tice of  the  New  Orleans  Public 
Service,  Inc.  Connection  is  made 
from  the  garage  air  supply  tank  to  air 
hose  suspended  on  a  s])ring  return 
h(jse  reel  attached  to  the  lower  chord 
of  one  of  the  roof  trusses.  An 
additional  15-ft.  length  of  hose  was 
added  to  that  supjilied  with  the  reel. 
A  rubber  ball  attached  to  the  hose 
acts  as  a  stop  to  limit  the  return 
travel  on  the  reel. 

The  free  end  of  the  hose  is  fitted 
with  a  standard  Westinghouse  Air 
Brake  Company's  air  cock  and  a  Chi- 
cago Pneumatic  Tool  Company's  two- 
prong  air  hose  connection  mates  with 


a  similar  one  located  on  the  bus 
About  3  ft.  of  the  free  end  of  tin 
hose  is  painted  white  to  attract 
attention. 

Four  of  these  reels  are  installed 
in  the  garage  Imilding  and  each  will 
serve  approximately  nine  buses.  A 
fifth  reel  is  installed  alongside  the 
gasoline  pump  house.  A  consider- 
able saving  in  ga.soline  has  resulted 
from  charging  bus  air  reservoirs  from 
the  garage  reservoir  instead  of  run- 
ning the  gasoline  engine  on  the  bus. 
The  greatest  saving  results  when  air 
brakes  and  air-operated  doors  are  in- 
spected, adjusted  and  tested.  If  a 
bus  stands  for  any  considerable  time 
near  the  gasoline  jnimp  house,  the 
reel  method  is  used  for  building  up 
the  air  supply,  and  this  method  m 
used  ju.st  before  buses  leave. 


Spring  return  hose  reel  attached  to  roof 
truss  with  length  of  hose  sufficient  to 
reach  several  buses.  Insert  shows  hose 
connection  at  bus 


990 


ELECTRIC  RAILWAY  JOURNAL 


Vol.7\.No.24 


Electric  Rail-way  Journal  Maintenance  Data  Sheet 

Hl'SKM   AND    TKLt'K!? ISA 


Convenient  storage  tor  bus  springs  is  provided  by  this  rack  in  the  bus  garage  of  New  Orleans  Public  Service,  Inc. 

At  right — Detail  of  construction 


Electric  Railway  Journal  Maintenance  Data  Sheet 


Clutch  Plate  Facing  Jig* 

Hv  Charles  Hkrms 

General  Foreman  San  Diego  Eleclrk 

Railway,  San  Diego,  Cat. 

Cl.UTCH  PLATES  of  buses  ol 
the  San  Diego  Electric  Railway, 
San  Diego,  Cal.,  are  trued  up  with 
the  aid  of  a  clutch  plate  truing  jig. 
It  was  found  that  composition  plates 
became  badly  worn  when  in  service 
from  15,000  to  20,000  miles.  The 
wear  is  only  on  ])arts  in  contact  with 
the  metal  clutch  plate  and  conse- 
quently abrupt  shoulders  are  formed 
on  the  comixisition  plate  at  the  end 
of  the  steel  plate.  Starting  becomes 
jerky  due  to  the  steel  plates  catching 
on  the.se  shoulders. 

Ordinarily  the  plates  would  be 
scrapped  when  they  reached  tiiis 
stage,  but  in  order  to  increase  the  life, 
a  disk  grinder  was  designed  for  re- 
facing  a  set  of  plates.  The  accom- 
j)anying  illustration  .shows  the  jig 
which  holds  the  clutch  plate  which  is 
pressed  into  slot  B,  and  arranged  so 
as    to    engage    the    two    dowel    pins 


BLSKS   .\NI)   TRfCKS — Iff 


f/o  /2>li'.. 
^oodscrtw  \ 


Equipment  used  for  facing  clutch 
plates.     At  left,  disk  grinder.     At       \^"2f--  *% 
right,  facing  jig  \_\'li''^_    \^ 

■No. 2  ^aper  socket- 


/■ixl'Cap 


■Wtld/vre    .         „      ,         , 
,  Y      rHarcJwvool 


'* 


7"- 


<y^; 


3s 


II" 


No.  00  carborundum  paper^ 


'0}     y, /-^ 

fDontI  pin-' 


y 

"Mi 


marked  A.  The  jig  itself  is  mounted  paper  is  used  by  gluing  it  to  the  face 
on  the  lathe  chuck  spindle.  The  disk  of  the  disk  grinder.  One  piece  of 
grinder  is  mounted  on  the  tailstock  paper  will  face  several  hundred 
of  the  lathe.     No.  00  carborundum  plates  absolutely  true. 


^Submitted  in  Electric  Rah.way  Journat,  Prise  Contest. 


1 


Jiiiir  16.  1928 


ELECTRIC  RAILWAY  JOURNAL 


991 


May  Maintenance  Prize 

Won  by 

R.  J,  Fennell 


CROSS  bonds  are  kept  tight 
on  the  lines  of  the  Toronto 
Transportation  Commission 
where  these  are  installed  in  concrete 
by  making  provision  for  movement. 
This  is  a  very  serious  problem  which 
electric  railways  have  with  this  type 
of  construction.  A  length  of  hose  is 
slipped  over  the  end  of  each  bond 
before  the  terminal  is  welded  to 
the  rail.  When  this  is  imbedded  in 
the  concrete,  the  bond  has  a  free 
movement  for  the  length  of  the 
hose.  With  this  method,  if  a  rail 
becomes  loose  in  the  concrete  bed 
any  movement  is  taken  up  in  the 
free  length  within  the  hose  and  the 
bond  does  not  break  at  the  ter- 
minal. The  judges  in  Electric 
R.MLWAY  Journal's  Maintenance 
Contest  awarded  the  $25  monthly 
prize  for  May  to  R.  J.  Fennell  of 
the  Toronto  Transportation  Com- 
mission, who  originated  this 
method  of  installation  and  sub- 
mitted a  description  of   it. 

Honorable  mention  was  awarded 
to  R.  T.  Chiles,  master  mechanic 
Cumberland  County  Power  & 
Light  Company,  Portland,  Me., 
for  his  description  of  the  general 
utility  line  truck  used  by  the  com- 
pany. By  rigging  up  a  derrick  on 
a  truck  much  of  the  maintenance 
and  construction  work  has  been 
done  better,  more  quickly  and  with 
a  saving  in  labor. 

The  Maintenance  Data  Sheet 
section  published  in  this  issue  in- 
cludes another  group  of  articles 
submitted  in  Electric  Rail- 
way Journal's  competition. 
These,  together  with  others  pub- 
lished in  the  May  26,  June  2  and 
June  9  issues,  will  be  judged  for 
the  monthly  prize  of  $25  to  be 
awarded  for  June. 

The  amount  of  material  which 
has  been  Teceived  in  the  contest  is 
of   considerable  volume  and  each 


mail  is  bringing  in  additional 
items,  so  that  many  interesting 
descriptions  of  methods  and  de- 
vices will  be  published  in  future 
issues.  These  should  serve  as  a 
guide  to  contributors  as  to  the  kind 
of  material  that  is  being  submitted 
in  the  contest  and  also  assist  main- 
tenance men  toward  perfecting 
practices  which  will  prove  of  great 
value.  Contestants  should  read 
the  rules  carefully  and,  as  the  con- 
test is  scheduled  to  close  on  July  31, 
all  are  urged  to  submit  their  ma- 
terial at  once. 


Send  in  Your  Maintenance 
Items  at  Once 

MAINTENANCE  men  have 
six  weeks  more  to  submit 
items  in  Electric  Railway 
Journal's  Maintenance  Contest. 
There  are  many  men  in  the  indus- 
try with  knowledge  of  improved 
methods  and  devices  for  making 
repairs  that  stand  a  good  chance  to 
win  one  of  the  prizes  and  at  the 
same  time  assist  other  maintenance 
men  in  improving  their  work. 

The  following  are  the  revised 
conditions  for  submitting  material 
in  the  contest : 

1.  Any  employee  of  an  electric  rail- 
way or  bus  subsidiary  may  compete. 

2.  The  author  does  not  need  to  be  the 
originator  of  the  idea, 

3.  Articles  may  be  submitted  by  sev- 
eral persons  or  by  a  department. 

4.  Any  maintenance  practice  or  de- 
vice for  electric  railway  or  bus  repairs 
mav  be  submitted. 

5.  Articles  should  be  100  to  200 
words  long,  with  one  illustration,  and 
in  no  event  longer  than  400  words  with 
two  illustrations. 

6.  Illustration  material  may  be  in  the 
form  of  drawings,  sketches,  blueprints 
or  photographs.  All  sheets  should  be 
marked  "Maintenance  Competition." 

7.  .Manuscripts  should  be  mailed  to 
the  Editor  of  Electric  Railway  Jour- 
nal, Tenth  Avenue  at  36th  Street,  New 
York,  N.  Y. 


R.  J»  Fennell 

who  was  awarded  the  May  prize  in 
Electric  Railway  Journal's  Main- 
tenance Contest,  is  assistant  road  master 
for  the  way  department  of  the  Toronto 
Transportation  Commission,  Toronto, 
Canada.  His  employment  by  the  com- 
mission began  in  1921,  when  he  organ- 
ized the  welding  and  grinding  section 
and  continued  as  superintendent  until 
1927,  when  he  was  promoted  to  be 
assistant  road  master. 

Mr.  Fennell  is  keenly  interested  in 
electric  welding  and  all  its  uses  through- 
out the  electric  railway  industry.  His 
varied  experience  was  gained  during 
eight  years  with  the  Canadian  .'\llis- 
Chalmers,  Ltd.,  Montreal,  where  he 
started  as  a  machinist  and  advanced 
through  the  position  .  of  shop  foreman, 
to  become  superintendent  in  charge  of 
field  erection  of  hydraulic  turbines. 
.Moving  to  Toronto  in  1916  he  spent  two 
years  in  munition  manufacturing  as 
superintendent  of  the  Consolidated  Steel 
Company.  For  two  years  prior  to  his 
joining  the  Toronto  Transportation 
Commission  he  was  mechanical  super- 
intendent with  Baldwin's  Canadian  Steel 
Corporation,  Ltd.  Under  Mr.  Fcnnell's 
supervision  and  direction  the  electric 
welding  practice  of  the  Toronto  Trans- 
portation Commission  has  become  stand- 
ardized on  a  very  high  plane  and  im- 
provements in  methods  are  being  made. 


8.  A  prize  of  $25  will  be  awarded 
each  month  for  the  best  maintenance 
idea  in  the  group  published  during  that 
month.  A  minimum  of  $S  will  be  paid 
for  each  article  accepted  for  publication. 
Manuscripts  will  be  received  until  Julv 
31,  1928. 

9.  Announcement  of  the  winner  each 
month  will  be  made  in  the  issue  de- 
voted to  maintenance  and  construction 
(the  third  issue  each  month)  following 
the  month  in  which  the  article  was  pub- 
lished. 

10.  Additional  details  were  given  in 
ELHxrrRic  Railway  Journal  for  April 
16,  1927,  pages  700-701. 


992 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No. 2A 


High-Temperature  Gas 
Furnace 

MUCH  importance  is  attached  by 
General  Foreman  George  John- 
son of  the  Binghamton  Railway,  Bing- 
hamton,  N.  Y..  to  a  high-temperature 
furnace  he  has  designed  and  built  in 
his  shop.  It  is  considered  as  essential 
as  the  machine  tools  and  other  equip- 
ment. This  furnace  has  been  found 
very  useful,  and  without  it  a  great 
many  jobs  could  not  have  been  com- 
|)leted.  The  design  is  very  simple, 
yet  very  effective.  It  is  made  in  two 
parts,  viz.,  a  stand  and  the  furnace. 
The  stand  is  made  of  2-in.  angles 
bolted  together  and  is  28  in.  square. 
The  legs  are  tied  together  by  |-in. 
bolts.  The  furnace  is  28  in.  square 
and  is  made  of  2-in.  angles  and  ^-in. 


J I 


Dick  Prescott  Inspects  the  Shop 


And  Plans  a  Trip 


Shop  constructed  gas  furnace 

sheet  steel.  The  walls  of  the  furnace 
are  lined  with  fire  brick.  Front,  side, 
ijack  and  bottom  walls  are  3  in.  thick 
and  the  top  6  in.  thick,  thus  making  the 
furnace  approximately  20  in.  long  by 
1 1  in.  high  by  20  in.  wide.  The  front 
of  the  furnace  is  clo.sed  with  a  sheet- 
steel  door  19  in.  high  by  22  in.  wide 
by  i  in.  thick.  This  door  slides  verti- 
cally and  is  held  in  the  open  position 
by  a  counterweight  attached  to  a 
|-in.  cable  running  over  1-in.  pulleys. 
A  l^-in.  gas  pipe  encircles  the  fur- 
nace entirely  and  four  taps  are  taken 
off  at  the  center  of  each  side  which 
extend  within  it.  Each  of  these  taps 
is  connected  to  a  ^-in.  Bunseii  burner. 
Gas  is  obtained  from  the  city  supply. 
A  3i-in.  pipe  installed  through  the  top 
of  the  furnace  ])rovides  air. 


SEVERAL  days  after  Dick  Pres- 
cott, superintendent  of  equipment 
of  the  Consolidated  Railway  &  Light 
Company,  had  appointed  Steve  White 
his  assistant,  he  suggested  that  they 
take  a  turn  through  the  shop  to- 
gether to  look  over  the  several  de- 
partments. Dick  had  made  this  a 
regular  practice  ever  since  his  ap- 
pointment as  engineer  of  equipment, 
long  before  he  had  even  dared  to 
think  of  being  in  full  charge  of  the 
department.  He  had  found  the  cus- 
tom of  taking  a  regular  trip  through 
the  shop  profitable  from  many  an- 
gles. It  helped  him  to  get  better 
acquainted  with  the  foremen  and 
with  the  men.  Each  department 
likec^  to  feel  that  its  work  was  of 
sufJkient  interest  to  attract  his  atten- 
tion \egularly.  He  found  that  many 
routine  shop  problems  that  the  fore- 
men would  hesitate  to  bring  to  his 
office  came  to  his  attention  in  this  way. 

Shortages  of  material,  minor  fric- 
tion between  departments,  questions 
of  personnel  or  disclipine,  the  need 
for  new  machines  or  better  facilities 
— in  fact,  innumerable  things,  each 
small  in  itself  but  looming  large  in 
their  aggregate  effect  upon  shop  effi- 
ciency and  costs,  came  to  light  in 
these  regular  trips  through  the  shop. 

As  the  two  men  entered  the  car- 
penter shop  where  they  had  first  met, 
Dick  as  a  new  apprentice  and  Steve 
as  foreman  of  the  department,  both 
were  struck  with  the  changes  that 
had  taken  place  within  a  few  short 
years. 

"This  doesn't  look  much  like  the 
shop  you  came  to  work  in  a  few 
years  ago,  Dick,"  ventured  Steve. 

"No,  there  have  been  a  lot  of 
changes,"  replied  Dick. 

"I  was  just  checking  up  the  other 
day  and  find  that  there  are  about 
haif  the  number  of  men  in  the  shop 
that  there  were  three  years  ago,  al- 
though we're  putting  cars  through 
for  overhaul  about  a  third  faster 
than  we  did  then." 

"We're  doing  a  more  thorough  job 
at  that,  Steve." 

"There's  no  question  on  that  score, 
Dick.    Our  cost  per  car  has  dropped. 


but  our  pull-ins  are  lower  than  they 
have  ever  been." 

"We  still  have  three  groups  of 
cars,  though,  that  are  costing  us  a 
lot  of  money  to  operate  and  maintain. 
There  has  been  some  discussion 
whether  we  ought  to  undertake  to 
rebuild  them  for  one-man  operation 
like  those  we  put  through  last  year, 
but  I  don't  think  it  would  be  a  wise 
expenditure." 

"I  don't  either,  Dick.  There  is 
little  question  but  that  these  last  three 
lines  should  be  operated  with  one 
man ;  it  would  reduce  costs  and  im- 
prove service  to  the  public.  But  it 
would  cost  over  $4,000  each  to  put 
those  old  battleships  into  proper  con- 
dition, and  after  we  got  all  through 
they  would  still  be  an  eyesore  on  the 
streets,  heavy  and  expensive  to  op- 
erate." 

"Nevertheless,  Steve,  something- 
should  be  done  promptly  about  them. 
Its  costing  more  money  than  we  can 
afford  to  keep  them  going  as  thev 
are." 

"I've  been  watching  with  interest 
the  articles  on  some  of  the  new  cars 
that  are  being  developed,  and  hoping 
that  our  management  would  soon  see 
the  wisdom  of  buying  some  modern 
equipment." 

"That's  one  of  the  improvements 
that  I  think  we  can  look  forward  to 
in  the  near  future.  In  addition,  there 
are  many  other  things  that  are  being 
discussed  in  the  industry,  to  which 
we  could  profitably  give  attention. 
I  have  been  thinking  for  some  time, 
that  you  and  I  ought  to  be  getting 
out  more  than  we  are  to  see  what 
other  properties  are  doing." 

"I  believe  you're  right,  Dick.  I've 
been  reading  about  a  lot  of  practices 
that  I  would  like  to  look  over  at  first 
hand." 

"Good.  Suppose  you  make  up  a 
list  of  the  properties  you  think  we 
ought  to  cover,  and  I  shall  take  ii 
up  with  Mr.  Milburru  after  the  stall 
meeting  tomorrow." 


I 


Imir  16.  1928 


ELECTRIC  RAILWAY  JOURNAL 


993 


n\ 


Association  Activities 


3^^ 


(n 


Largest  Canadian  Convention  Held 

Meeting  at  Toronto  exceeds  in  attendance  and  in  number  and  size  of 

exhibits  any  ever  held  by  the  Canadian  Electric 

Railway  Association 


SOME  725  delegates  and  guests  gath- 
ered at  the  Royal  Coliseum  in  the 
National  Exhibition  at  Toronto  last 
week  for  the  24th  annual  meeting  of  the 
Canadian  Electric  Railway  Association. 
This  was  far  and  away  the  largest  con- 
vention of  tiie  association  ever  held. 
The  exhibits  were  the  most  comprehen- 
sive, covering  a  wide  range  of  products. 
Varied  entertainment  features  gave  the 
delegates  time  for  relaxation  from  the 
serious  business  of  the  meetings. 

The  technical  sessions  were  held  on 
the  mornings  of  June  6  to  8.  Each  day 
a  luncheon  was  served  immediately  after 
the  session,  at  which  an  address  was 
made  by  some  man  prominent  in  the 
industry  or  in  the  life  of  the  Canadian 
nation.'  The  afternoons  were  reserved 
tor  inspection  of  the  exhibits.  For  en- 
tertainment a  supper  dance  was  held  on 
Wednesday  evening,  and  on  Thursday 
I  cabaret  dinner,  followed  by  a  dance, 
vas  given. 

A  special  entertainment  feature  was  a 
oncert  given  each  afternoon  by  the 
Toronto  Concert  Band,  an  organization 
Consisting  of  some  50  pieces,  all  re- 
fruited  from  the  Toronto  TVansporta- 
ion  Commission. 

Inspection  trips  were  conducted  to  the 
arious  operating  units  of  the  T.T.C., 
nd  special  sightseeing  parties  were  ar- 
anged  for  the  ladies. 

Ihe  registration  up  to  and  including 

•liday    was    395    operating    men.    207 

lanufacturer    representatives    and    123 

nests,  including  ladies,  a  total  of  725. 

Ill  his  opening  address  at  the  Wednes- 

iv   session   President   H.   E.   Weyman 

nssed  the  need  for   a  modern  view- 

nint  and  for  the  throwing  ofif  of  the 

lackles  of  precedent.     An  abstract  of 

i^  address  appears  elsewhere. 

Reports  were  presented  by  the  com- 

ittees  on  motor  buses  and  trucks,  safety 

id   accident  prevention,    rail   corruga- 

in,  and  publicity  and  merchandising  of 

ansportation. 

Prooresr  of  the  Motor  Bus 

The  report  of  the  motor  bus  and  truck 

immittee  was  presented  in  abstract  by 

e  chairman,  C.  H.  Dahl.   The  develop- 

snt    of    and    progress    made    by    the 

itoT   bus    in   the   past   ten   years    ac- 

rding  to  the  committee,  have  been  so 

irked  that   it  can  now  safely  be  as- 

ned  that  there  no  longer  is  any  doubt 

.■   to  the  fact  that  the  motor  bus  fills 

;  listinct  need  in  transportation.   Losses 

motor  bus  operation  quite  frequently 

not  the  fault  of  buses,  although  buses 


are  blamed  for  them.  It  is  no  doubt  that 
a  profit-and-loss  statement  of  a  good 
many  of  the  motor  bus  routes  operated 
today  would  show  losses.  An  analysis 
of  the  circumstances  under  which  bus 
routes  were  inaugurated  would  readily 
explain  the  reason  for  many  such  losses. 
One  reason  for  losses  being  shown  is 
that  buses  were  put  in  service  on  routes 
where  the  ^number  of  people  to  be  car- 
ried was  so  limited  that  the  route  could 
not  possibly  pay,  and  yet  buses  were 
installed  to  save  a  larger  investment  for 
car  service.  The  loss  was  not  the  fault 
of  the  motor  bus. 

Closely  allied  with  the  foregoing,  says 
the  committee,  are  those  cases  in  which 
the  company  has  permitted  itself  to  be 
prevailed  upon  to  provide  service  where 
a  simple  analysis  of  the  traffic  to  be 
served  would  have  indicated  that  it  was 
not  sufficient  to  warrant  the  operation 
of  a  motor  bus  route.  The  matter  of 
installing  an  extra  bus  route  may  not 
involve  any  relatively  large  outlay  of 
money,  so  that  an  unprofitable  line  will 
be  instituted.  Subsequent  statistical 
analyses  of  bus  operations  may  blame 
the  bus  for  operating  at  a  loss,  but  the 
fact  that  a  loss  occurs  under  such  cir- 
cumstances is  not  legitimately  the  fault 
of  the  motor  bus. 

The  committee  states  that  the  motor 
bus  operations,  as  regards  fares,  should 
have  distinct  treatment  from  electric 
railway  operations.  At  the  present 
stage  of  motor  bus  development  it  costs 
approximately  tv^ice  as  much  per  space 
unit  to  operate  a  transportation  mile  by 
bus  as  it  does  by  street  car.  Under 
these  circumstances  it  is  folly  to  hope 
that  the  motor  bus  can  be  operated  at 
the  same  fare  as  the  street  car.  In  this 
connection  the  trend  toward  higher  bus 
fares  in  the  United  States  is  cited. 

As  to  the  proper  economic  size  of  the 
bus,  the  committee'  states  that  this  can- 
not be  determined  definitely.  While  the 
29-passenger  size  seems  to  be  most  pop- 
ular for  de  luxe  and  street  car  service, 
both  the  smaller  and  the  larger  types 
have  attracted  considerable  attention. 
Where  the  traffic  is  not  too  heavy  it  is 
believed  that  21 -passenger  buses  with 
fair  frequency  will  give  better  results 
than  larger  units  with  long  waits  be- 
tween. On  streets  with  heavy  traffic 
in  large  cities  the  40-seat  bus  of  types 
recently  developed  would  appear  to  have 
an  economic  place. 

On  the  subject  of  taxation  the  com- 
mittee states  that  while  the  industry 
should    bear    its    proper    share    of    the 


burden  of  maintaining  highways,  exces- 
sive taxation  by  various  government 
bodies  may  discriminate  against  this 
method  of  transportation  to  such  an  ex- 
tent as  very  seriously  to  curtail  the 
scope  of  its  operations.  Timely  action 
by  interested  associations  may  be  a  con- 
siderable factor  in  securing  fair  treat- 
ment in  this  regard. 

In  the  discussion  which  followed,  J.  L. 
Smith,  superintendent  motor  coach  de- 
partment Toronto  Transportation  Com- 
mission, stated  that  for  the  larger  prop- 
erties he  favors  29-passenger  buses  to 
those  of  smaller  seating  capacity,  even 
though  the  seats  are  not  always  filled. 
This  is  because  of  the  greater  flexibility 
in  giving  varied  service.  For  instance, 
the  regular  city  buses  can  be  used  in 
an  emergency  to  assist  on  sightseeing 
routes,  tours,  and  occasional  trips.  A 
use  of  buses  which  was  not  mentioned 
in  the  report,  he  said,  is  to  bridge  gaps 
in  the  street  car  service  temporarily,  as 
when  a  track  is  torn  up  for  repairs. 

D.  E.  Blair,  general  superintendent 
Montreal  Tramways,  stated  that  under 
the  conditions  prevailing  in  Montreal 
e.xpress  service  with  street  cars  is  not 
possible.  He  believes  that  it  is  possible 
to  use  for  this  purpose  buses  leaving  the 
congested  district  during  the  rush  hours, 
and  that  an  important  service  of  this 
kind  can  be  built  up. 

W.  J.  Woolley,  traffic  superintendent 
auto  bus  division,  Rio  de  Janeiro  Tram- 
way, Light  &  Power  Company,  Rio  de 
Janeiro,  Brazil,  said  that  in  Rio  some 
150  buses  are  in  use  in  city  service. 
On  most  of  the  routes  the  equivalent  of 
a  10-cent  fare  is  charged,  with  no  trans- 
fers. The  policy  there  is  to  make  the 
tramways  feed  the  buses  rather  than  the 
reverse,  as  is  customary  in  this  country, 
because  the  business  streets  are  so  nar- 
row and  so  congested  that  the  buses 
make  better  time. 

Eustace  Smith,  Jr.,  secretary  of  the 
association,  stated  that  the  association 
is  trying  to  have  legislation  adopted 
eliminating  the  10  per  cent  import  duty 
on  bus  bodies.  Removal  of  this  tax 
should  stimulate  the  use  of  the  most  re- 
cent types  of  buses  in  Canada. 

Rail  Corrugation 

The  report  of  the  committee  on  rail 
corrugation  was  presented  by  C.  R. 
Kinnear,  chairman.  It  was  a  well- 
presented  resume  of  the  work  done  on 
this  subject  by  the  Canadian  association, 
as  well  as  a  review  of  the  investigations 
of  the  A.E.R.E.A.  and  the  International 
Association  committees  on  the  same  sub- 
ject. An  abstract  of  this  report  will 
appear  in  a  future  issue  of  this  paper. 

R.  M.  Reade,  superintendent  Quebec 
Railway,  Light  &  Power  Company,  pre- 
sented the  report  of  the  committee  on 
safety  and  accident  prevention.   Accord- 


994 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.24 


ing  to  him  it  is  necessary  to  develop  a 
safety  consciousness,  if  accidents  are  to 
be  prevented  automatically. 

A  spirited  discussion  ensued.  W.  R. 
Robertson,  general  superintendent  Hy- 
dro-Electric Railways,  Toronto,  held 
that  local  conditions  will  govern  to  a 
considerable  extent  what  shrould  be 
done  to  promote  safety.  Most  of  the 
accidents  are  due  to  automobiles. 

J.  F.  H.  Wyse,  general  manager  On- 
tario Safety  League,  spoke  of  the  "Just 
Kids"  Safety  Club  which  has  been  or- 
ganized in  Toronto  by  one  of  the  daily 
newspapers.  This  has  been  a  very  con- 
structive force  in  teaching  safety  in  the 
schools  and  protecting  a  class  of  persons 
particularly  subject  to  street  accidents. 

Through  streets  on  entering  which 
vehicles  must  come  to  a  full  stop,  have 
done  much  to  promote  safety  on  the 
highways,  and  particularly  to  prevent 
collisions  with  street  cars,  according  to 
Leonard  Tait,  manager  London  Street 
Railway.  In  this  statement  he  was  cor- 
roborated by  Mr.  Wyse. 

Mercury  Rectifiers 

A  paper  giving  operating  results  after 
a  year's  experience  in  conversion  of 
alternating  current  to  direct  with  mer- 
cury and  rectifiers  was  read  by  M.  L. 
de  Angelis,  assistant  electrical  engineer 
Montreal  Tramways.  An  abstract  of 
Mr.  de  Angelis'  paper  will  appear  in  a 
future  issue  of  this  paper.  He  told  how 
the  operation  of  the  station  has  been 
perfected,  and  indicated  that  the  results 
at  present  are  highly  satisfactory. 

C.  A.  Butcher,  substation  engineer, 
Westinghouse  Electric  &  Manufacturing 
Company,  compared  the  rectifier  with 
the  synchronous  converter.  He  does 
not  think  the  margin  of  efficiency  be- 
tween the  rectifier  and  the  60-cycle  con- 
verter at  600  volts  is  sufficient  to  justify 
the  extra  cost  entailed  by  the  former. 
For  higher  direct-current  potentials  he 
believes  there  is  a  legitimate  field  for 
the  rectifier. 

The  discussion  on  this  subject  was 
continued  at  the  Friday  session,  W.  R. 
Robertson  offering  figures  comparing 
the  Montreal  substation  with  a  recent 
synchronous  converter  substation  at 
Windsor. 

K.  B.  Thornton,  assistant  general 
manager  Montreal  Tramways,  offered 
some  figures  in  comparison  of  the  two 
conversion  systems.  These  indicate  that 
the  rectifier  has  considerable  advantage 
from  the  standpoints  of  weight  and  per- 
formance. 

J.  S.  Arbuckle,  electrical  engineer 
American  Brown  Boveri  Electric  Cor- 
poration, gave  an  extended  discussion 
of  the  relative  merits  of  rectifier  and 
converter,  and  pointed  out  that  while 
few  installations  of  rectifiers  have  been 
made  in  this  country  it  is  in  general  use 
on  European  rail  systems. 

Traffic  Improvements 

"Making  Street  Railways  Serve"  was 
the  title  of  a  paper  pre.sented  by  E.  J. 
Mcllraith,  staff  engineer  Chicago  Sur- 
face Lines.  There  has  been  too  much 
haphazard  development  of  traffic  con- 
trol, he  said.     .Street  railway  men  must 


think  in  terms  of  general  traffic  control 
rather  than  in  the  movement  of  street 
cars.  Helping  to  keep  the  automobiles 
moving  will  help  public  transportation 
as  well  as  create  a  better  public  feeling. 
Parking  should  be  curtailed  where  it 
will  interfere  with  the  free  movement 
of  vehicles.  In  Chicago,  for  instance, 
the  elimination  of  parking  has  greatly 
facilitated  movement  and  increased  the 
street  capacity,  particularly  during  the 
rush  hours. 

The  importance  of  a  system  of  street 
signals  was  stressed  by  Mr.  Mcllraith. 
Most  of  the  signals  installed  in  the 
United  States  are  improper,  he  said, 
but  signals  that  are  appropriate  and  are 
properly  installed  will  speed  up  traffic. 
While  the  majority  of  railways  must 
continue  to  use  some  of  their  old  cars, 
Mr.  Mcllraith  holds  that  it  is  possible 
to  improve  them.  In  particular  the  old 
slow-acting  brake,  which  requires  two 
seconds  to  take  hold  fully,  should  be  re- 
placed by  one  with  quick-acting  devices 
where  full  action  is  obtained  in  not  more 
than  one-half  second.  The  motors 
usually  are  powerful  enough  to  permit 
a  reasonable  acceleration,  although  it  is 
better  to  install  motors  that  will  permit 
of  as  high  rates  of  acceleration  as  are 
practicable. 

Fast  schedules  are  necessary  to  meet 
competition,  and  rapid  acceleration  are 
essentials.  It  is  possible  to  make  a  prac- 
tical schedule  as  high  as  12  m.p.h.,  which 
is  approximately  the  same  as  the  speed 
of  private  automobiles,  which  will  not 
average  higher  than  15  m.p.h.  including 
stops  and  slowdowns.  Training  of  the 
personnel  is  necessary  to  obtain  results 
such  as  these. 

Mr.  Mcllraith's  paper  will  appear  in 
abstract  in  a  later  issue. 

A.  E.  K.  Bunnell,  consulting  engi- 
neer, Toronto,  commented  on  the  fact 
that  Mr.  Mcllraith  has  approached  his 
talk  from  the  point  of  view  of  the  car 
rider  rather  than  that  of  the  operator. 
He  felt  that  this  is  the  way  to  determine 
what  improvements  are  needed.  Not 
all  the  public  desire  to  use  the  cars  all 
the  time,  he  believeSj  The  car  rider 
wants  (1)  clean  equipment;  (2)  a 
smooth  track,  and  (3)  well-kept  sched- 
ules. The  riders  more  and  more  want 
speed  and  a  preferred  type  of  service. 
They  want  safe  service  and  reliable 
service,  but  he  questions  if  they  all  care 
whether  the  service  is  economical  or 
not.  Unless  a  preferred  service  is  given 
at  a  higher  rate  he  ieels  that  the  trans- 
portation system  is  not  meeting  its  re- 
sponsibilities. 

H.  B.  Potter,  general  tnanager  United 
Railways  &  Electric  Company,  Balti- 
more, believes  that  the  street  railways 
are  the  most  important  element  in  han- 
dling the  traffic  in  cities.  The  railway 
men  should  work  closely  with  the  pub- 
lic officials,  particularly  the  police.  They 
should  take  a  prominent  part  in  the 
organization  of  safety  councils. 

A  paper  on  general  overhead  line 
practice  was  prepared  by  M.  C.  O'Don- 
nell,  electrical  engineer  Ottawa  Electric 
Railway.  The  organization  of  the  line 
department  in  Ottawa  was  outlined. 
The  system  is  divided  into  two  districts, 


one  in  the  city  and  the  other  including 
the  suburban  lines.  A  system  of  keep- 
ing records  of  trolley  wire  breaks  was 
described.  It  was  noted  that  approx- 
imately twice  as  many  breaks  occur  in 
winter  as  in  summer. 

Trolley  Wire  Maintenance 

Discussing  the  paper,  J.  F.  Neild, 
electrical  engineer  Toronto  Transporta- 
tion Commission,  pointed  out  that  real 
maintenance  required  that  the  trolley 
wire  be  renewed  before  an  interruption 
to  service  occurs.  To  do  this  it  is 
necessary  to  keep  a  close  record  of  the 
wearing  parts.  The  life  of  material  for 
each  intersection  is  recorded  and  checked 
carefully.  It  has  been  found  possible 
to  get  up  to  as  high  as  275,000  wheel 
passes  for  each  trolley  ear.  To  do  this 
the  trolley  is  carefully  centered  with  a 
plumb  line  and  a  track  gage,  and  7i 
to  8  per  cent  of  trolley  wire  is  renewed 
each  year. 

Many  trolley  breaks  are  beyond  the 
control  of  the  department,  but  by  an 
analysis  of  the  causes  of  breaks  it  has 
been  found  possible  to  reduce  the  total 
number  materially.  For  instance,  in 
Toronto  there  were  421  breaks,  while  in 
1927  there  were  only  21  breaks,  of 
which  10  were  beyond  the  control  of 
the  department. 

J.  Metcalf,  assistant  traffic  superin- 
tendent Toronto  Transportation  Com- 
mission, stated  that  there  had  been  a 
notable  improvement  in  car  service  due 
to  the  improved  condition  of  the  trolley 
wire. 

Mr.  Neild's  department  has  adopted  a 
standard  wear  of  45  per  cent  of  the  area 
before  discarding  wire.  He  believes 
that  if  grease  can  be  placed  on  the  top 
of  the  trolley  wire  there  is  an  advantage 
in  keeping  preventing  the  formation  of 
sleet.  The  trolley  wire  is  strung  in  cold 
weather  to  get  maximum  tension  and 
minimum  sag. 

Electric  Track  Switches 

A  paper  on  the  maintenance  of  elec- 
tric track  switches  was  presented  by 
L.  H.  McAdam,  general  inspector  elec- 
tric switches,  Toronto  Transportation 
Commission.  An  abstract  of  this  will 
appear  in  a  future  issue.  Discussing 
this  paper  E.  S.  Olmstead,  vice-pres- 
ident Cheatham  Electric  .Switching  De- 
vice Company,  stated  that  there  is  a 
saving  of  approximately  twenty  seconds 
per  switch  movement  by  the  use  of  elec- 
tric switches.  For  anything  closer  than 
a  ten-minute  headway  or  for  one-man 
cars  he  believes  that  electric  switches 
are  absolutely  neces.sary.  If  a  sufficient 
number  of  cars  are  in  service  so  that 
one  or  more  can  he  eliminated  due  to 
the  time  saving,  the  monetary  value  is 
considerable.  If  it  is  not  possible  to 
save  a  car  the  headway  may  be  reduced 
to  improve  the  service. 

The  New  Officers 

Officers  were  elected  for  the  ensuing 
year  as  follows : 

Honorary  president :  Julian  C.  Si 
president  Montreal  Tramways. 

Honorary  vice-president :  Acton 
rows,   president   Acton    Burrows,   Ltd. 


« 


June  16,  1928 


ELECTRIC  RAILWAY  JOURNAL 


995 


and  proprietor  Canadian  Raihvay  and 
Marine  World. 

Honorary  advisory  council :  Hon. 
Thomas  Ahearn,  president  Ottawa  Elec- 
tric Railway;  Lt.  Col.  J.- E.  Hutcheson, 
vice-president  and  general  manager 
Montreal  Tramways ;  George  Kidd, 
president  British  Columbia  Electric 
Railway;  Charles  A.  Magrath,  chair- 
man Hydro-electric  Power  Commission 
of  Ontario ;  W.  E.  Phin,  president  Do- 
minion Power  &  Transmission  Com- 
pany ;  A.  E.  Warren,  vice-president 
Canadian    National    Electric    Railways. 

President :  D.  W.  Harvey,  general 
I  manager  Toronto  Transportation  Com- 
mission. 

Vice-president:  C.  H.  Dahl.  assistant 
general  manager  Winnipeg  Electric 
Company. 

Treasurer :  H.  C.  Patten,  comptroller 
Toronto  Transportation  Commission. 

Auditor :  J.  E.  Richards,  manager  and 
treasurer  London  &  Port  Stanley  Rail- 
way. 

Executive  committee:  The  president, 
the  vice-president,  the  treasurer,  the  im- 
mediate past-president  (H.  E.  Weyman, 
Levis),  and  D.  E.  Blair,  Montreal; 
T.  W.  Brackenreid.  Port  Arthur;  F.  D. 
Burpee,  Ottawa ;  A.  H.  Foster,  Brant- 
ford :  W.  S.  Hart,  Three  Rivers;  D.  W. 
Houston,  Regina ;  W.  R.  Robertson, 
Toronto ;  Leonard  Tait,  London ;  K.  B. 
Thornton.  Montreal ;  G.  E.  Waller, 
Hamilton. 

At  a  meeting  of  the  new  executive 
committee  Eustace  Smith,  Jr..  of  the 
Toronto  Transportation  Commission, 
was  reappointed  secretary  of  the  as- 
sociation. 

Luncheon  Talks  on  Vital  Subjects 

A  feature  of  the  convention  was  the 
series  of  talks  at  the  luncheons  held 
each  noon  immediately  after  the  busi- 
ness session.  At  Tuesday's  luncheon 
Mayor  Samuel  McBride  of  Toronto  wel- 
comed the  delegates,  pointing  out  the 
progress  that  has  been  made  in  trans- 
portation in  the  city.  He  was  followed 
by  Chairman  P.  W.  Ellis  of  the  Tor- 
onto Transportation  Commission,  who 
sketched  the  growth  of  the  system.  The 
:ity  now  has  invested  in  this  enterprise 
more  than  $50,000,000.  It  serves  an 
irea  exceeding  35  square  miles.  At  an 
iverage  fare  of  6.17  cents  per  passenger 
ill  costs  have  been  met,  including  pro- 
nsion  for  depreciation,  redemption  of 
lebenture  debt  and  for  contingencies. 
Besides  these  costs  an  annual  surplus 
■anging  from  $60,000  to  $110,000  has 
wen  accumulated. ' 

The  principal  address  was  made  by 
Lucius  S.  Storrs.  managing  director  of 
he  American  Electric  Railway  Asso- 
;iation,  who  stressed  the  point  that  the 
treet  railway  is  the  front  door  of  the 
:ity,  and  that  it  should  be  made  as  at- 
ractive  as  possible.  He  also  pointed 
lUt  the  great  safety  of  electric  railway 
ravel.  Only  one  possenger  in  every 
55,000,000  carried  by  street  cars  is 
atally  injured. 

At  Thursday's  luncheon  the  speaker 

jiras  W.  H.  Moore,  chairman  of  the  ad- 

isory    board    on    tariff    and    taxation, 

)ominion  of  Canada.     He  showed  the 


urbanization  of  the  nation  in  the  last 
30  or  40  years.  Both  in  that  country 
and  in  the  United  States  the  propor- 
tion of  people  living  in  the  cities  has 
grown  tremendously,  until  now  approx- 
imately half  the  total  population  reside 
in  them.  This  development,  he  holds, 
is  due  in  large  measure  to  the  influence 
of  short-haul  transportation,  principally 
the  street  railway.  This  urbanization 
has  thrown  new  responsibilities  on  the 
street  railways  that  have  created  it. 

On  Friday  the  luncheon  speaker  was 
Hon.  George  S.  Henry,  acting  premier 
and  minister  of  public  works  and  high- 
ways. Province  of  Ontario.  The  civil- 
ization of  a  people,  he  holds,  is  measured 
by  their  transportation.  The  steam 
roads  have  not  filled  all  the  needs,  so 
that  the  street  railways  and  buses  have 
been  essential.  As  to  the  buses,  out  of 
some  500  in  Canada  about  one-third  are 
operated  by  the  electric  railways.  There 
will  always  be  a  field  for  the  railroad, 
the  interurban  electric  railway  and  the 
city  railway,  he  feels.  He  deplores  de- 
structive competition.  Since  the  public 
will  take  any  form  of  transportation  it 
wants  to  use,  the  existing  operators  must 
be  protected  by  governmental  agencies 
as  a  matter  of  fairness  and  for  the  ben- 
efit of  the  public  in  the  long  run. 

On  the  subject  of  taxation,  Mr.  Henry 
pointed  out  that  the  bus  operator  in 
Ontario    now    must    pay    the    ordinary 


taxes,  a  gas  tax  of  3  cents  per  gallon  and 
a  tax  of  0.1  cent  per  passenger  seat- 
mile  traveled  on  the  provincial  high- 
ways. Besides  this  it  is  compulsory  to 
carry  public  liability  insurance. 

Large  Exhibit  a  Feature 

In  connection  with  the  convention  the 
manufacturers'  section  of  the  associa- 
tion had  the  largest  exhibit  of  the  kind 
ever  presented  in  Canada.  Under  the 
leadership  of  C.  H.  Clancy,  chairman  of 
the  exhibit  committee,  39  exhibitors  dis- 
played a  wide  range  of  electric  railway 
and  bus  equipment. 

At  the  close  of  the  convetition  the 
manufacturers'  section  held  a  meeting, 
at  which  votes  of  thanks  and  suitable 
gifts  were  extended  to  Mr.  Clancy, 
Eustace  Smith,  Jr.,  secretary  of  the  as- 
sociation, and  J.  F.  Neild,  chairman  of 
the  entertainment  committee,  for  the 
work  they  had  done  in  making  the  con- 
vention a  success. 

A  vote  of  thanks  also  was  extended  to 
the  Toronto  Transportation  Commission 
for  the  fine  service  and  attention  given 
by  that  organization. 

Don  M.  Campbell  was  elected  honor- 
ary chairman  of  the  manufacturers'  sec- 
tion ;  O.  C.  Rehfuss,  chairman ;  H.  T. 
Gibbs  secretary-treasurer,  and  W.  G. 
Gordon  and  S.  E.  M.  Henderson  addi- 
tional members  of  the  executive  com- 
mittee of  the  section. 


Better  Transportation  Can  Be  Sold* 

By  H.  E.  Weyman 
Manager  Levis  Tramway,  Levis,  Quebec 


WE  ALL  recognize  that  our  indus- 
try has  been  and  still  is,  perhaps, 
passing  through  a  period  of  transition. 
A  new  transportation  tool,  the  motor 
bus,  made  its  appearance  a  few  years 
ago  and  at  first  entered  the  transporta- 
tion field  as  a  competitor.  The  bus  was 
placed  in  the  hands  of  irresponsible  per- 
sons, permitted  to  run  wild  without 
regulation,  and  provided  with  a  road- 
bed and  other  facilities  practically  free 
of  cost,  while  the  electric  railway  is 
required  to  pay  for  the  cost  of  not  only 
its  roadbed,  but  the  pavement  for  its 
competitors  to  use  free  of  cost.  It  is 
taxed  right  and  left,  and  required  to 
clear  the  streets  of  snow  to  allow  circu- 
lation of  all  vehicles. 

I  think  we  all  realized  from  the  first 
that  if  the  bus  had  to  provide  its  own 
roadbed  and  other  facilities  on  an  equal 
basis  with  the  electric  car  and  submit 
to  regulation  as  eventually  it  must,  it 
could  not  exist  and  compete.  Unfortu- 
nately this  was  not  recognized  by  those 
in  authority  and  the  public  at  large. 
The  natural  result  has  been  that  the 
credit  and  financial  status  of  the  electric 
railways  was  somewhat  undermined.  In 
consequence  we  have  been  passing 
through  a  hard  and  critical  period,  but 
one  which  I  think  we  have  now  passed 
successfully  and  with  great  credit. 
Public  and  civic  authorities  have  not 


*Presidential  address  before  the  Canadian 
Electric  Raihvay  Association  at  the  annual 
meeting,  Toronto.  June  6-8,  1928. 


yet  realized  that  our  industry  is  the 
most  severely  regulated  one  in  the 
world.  Competition  is  said  to  be  the  life 
of  a  nation,  but  to  permit  competition 
with  a  strictly  regulated  industry  is  hit- 
ting a  man  whose  hands  are  tied.  It 
is  obvious  that  we  must  all  endeavor 
to  correct  this  weakness  and  take  every 
means  to  inform  the  public  and  author- 
ities of  the  facts  and  conditions  under 
which  we  operate.  I  believe  we  will 
then  obtain  public  co-operation  instead 
of  opposition. 

Bus  and  Car  Can   Serve  Together 

Time  and  experience  have  made  it 
evident  that  the  bus  is  not  going  to 
replace  the  electric  car  except  under 
certain  conditions,  such  as  where  the 
railway  should  never  have  been  built. 
The  public  is  beginning  to  realize  this 
and  it  remains  for  the  public  authorities 
to  recognize  that  the  established  trans- 
portation organization  is  the  logical 
party  to  use  this  new  tool,  and  that  it 
can  be  co-ordinated  with  the  electric 
railways  to  the  mutual  advantage  of 
themselves  and  the  public.  It  is  for  us 
to  recognize  that  this  new  vehicle  will 
broaden  out  our  facilities  and  provides 
us  with  an  elastic  accessory  which  read- 
ily lends  itself  to  momentary  adjust- 
ment and  is  of  exceptional  value  when 
co-ordinated  with  the  electric  railway 
service.  The  fact  that  the  railway  util- 
ities have  now  more  than  300  buses  in 
service    in    Canada    supplementing    the 


996 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.24 


electric  car  service  is  a  proof  of  their 
desire  to  furnish  the  best  possible  trans- 
portation. It  is  for  the  public  to  recog- 
nize that  the  electric  car  is  the  most 
economical  mass  transportation  vehicle, 
which  is  not  going  to  be  replaced,  but 
that  the  two  vehicles  can  be  co-ordinated 
to  render  a  "greater  transportation  serv- 
ice" for  the  public. 

Automobile  Teaches  Public  to  Ride 

We  have,  however,  a  greater  problem 
to  face  in  the  private  automobile.  It  has 
become  not  only  our  greatest  competitor 
but  the  greatest  obstacle  to  our  giving 
rapid  transportation  service  which  is  so 
desired  by  all.  It  is  teaching  the  public 
to  demand  speed,  frequency  of  service, 
comfort  and  luxury.  Lastly,  it  is  teach- 
ing the  public  to  ride.  This  is  some- 
thing in  our  favor  and  we  should  take 
every  advantage  of  it  and  cater  to  the 
public  by  every  means  in  our  power. 
The  time  is  gone  when  the  railway 
manager  could  place  a  number  of  cars 
in  service  and  then  sit  back  for  the 
public  to  use  them.  Today  it  is  neces- 
sary for  the  progressive  operator  to 
find  new  ways  and  means  to  induce  the 
public  to  use  the  service.  In  other 
words,  we  of  today  must  get  out  and 
sell  transportation.  If  this  is  properly 
done  the  public  will  respond.  It  may 
even  be  necessary  in  a  large  transporta- 
tion system  to  introduce  a  commercial 
department  with  a  manager  whose  sole 
duty  it  is  to  interpret  the  public  require- 
ments and  to  sell  the  service. 

It  is,  however,  necessary  to  assist  the 
sale  of  our  service  by  having  clean, 
bright,  well-painted  cars,  courteous  em- 
ployees, smooth  roadbed,  quiet  running 
rolling  stock,  and  reliable  service.  If 
these  are  not  provided  you  can't  sell 
your  transportation.  Do  not  forget  that 
this  also  applies  to  the  bus.  In  addition, 
we  have  also  to  meet  the  new  demands 
emanating  from  private  cars,  such  as 
comfortable  seating,  speed  and  fre- 
quency of  service. 

May  I  say  to  our  friends,  the  civic 
and  other  authorities,  that  the  railways 
are  able  and  prepared  to  meet  these 
modern  demands,  but  that  they  can  do 
so  only  if  and  when  permitted.  We 
have  franchises  still  in  existence  which 
limit  the  speed  of  the  electric  car  while 
the  motor  vehicle  is  allowed' to  run  at 
any  speed  up  to  40  m.p.h.  Streets  origi- 
nally designed  and  built  for  the  circula- 
tion of  vehicular  traffic,  trade  and  com- 
merce, are  now  permitted  to  be  used  as 
public  storage  yards  for  a  small  favored 
number  of  automobile  owners  with  the 
result  that  the  legitimate  traffic,  trade 
and  commerce  are  obstructed,  causing 
serious  delay  to  the  transportation  of 
80  per  cent  of  the  public  using  the  pub- 
lic transportation  system. 

De  Luxe  Rides  at  Cost 

We  can  provide  equipment  having  the 
same  comfort  and  ease  as  the  private 
car  but  the  cost  must  be  met  by  the  car 
riders — just  as  the  automobilist  has  to 
pay  for  his  de  luxe  ride.  It  is  not  the 
railways'  fault,  if  by  fare  restrictions 
imposed  by  regulatory  authorities,  they 
are  unable  to  meet  modern  public  re- 


COMING  MEETINGS 
OF 

Electric  Railway  and 
Allied  Associations 

June  20-27  —  American  Railway 
Association,  Div.  5 — Mechanical,  an- 
nual convention  and  exhibit,  Atlantic 
City,  N.  J. 

June  21-22  —  American  Railway 
Association,  Motor  Transport  Divi- 
sion, Atlantic  City,  N.  J. 

June  21-22  —  Wisconsin  Utilities 
Association,  Accounting  Section, 
Hotel  Pfister,  Milwaukee,  Wis. 

June  25-29- — American  Institute  of 
Electrical  Engineers,  summer  con- 
vention, Cosmopolitan  Hotel,  Denver, 
Colo. 

June  2*-29— Central  Electric  Rail- 
way Association,  Cedar  Point,  Ohio. 

July  <f-72— Public  Utilities  Adver- 
tising Association  and  International 
Advertising  Exposition,  Detroit,  Mich. 

July  12— New  York  Railroad  Club, 
annual  outing,  Indian  Point,  N.  Y. 

July  13 — A.E.R.A.  Executive  Com- 
mittee on  yacht  "Florida,"  New 
York,  N.  Y. 

July  lS-20 — American  Society  of 
Civil  Engineers,  annual  convention, 
Buffalo,  N.  Y. 

July  /9-2/— Pacific  Claim  Agents' 
Association,  annual  convention,  San 
Diego,  Cal. 

July  25-27 — Electric  Railway  Asso- 
ciation of  Equipment  Men,  Southern 
Properties,  Cincinnati,  Ohio. 

July  2/-2J— Central  Electric  Rait- 
way  Accountants'  Association, 
Detroit,  Mich. 

Aug.  16-17  —  Wisconsin  Utilities 
Association,  Transportation  Section, 
Sheboygan,  Wis. 


SEPT.  22-28,  1928 
American  Electric  Railway 
Association,  47th  annual  con- 
vention  and   exhibit,  Cleve- 
land, Ohio. 


quirements.  It  is  in  the  hands  of  the 
same  authorities  if  the  speed  of  the  elec- 
tric cars  is  limited  by  street  congestion. 

The  transportation  system,  whether 
publicly  or  privately  owned,  is  on  the 
same  basis  as  any  other  industry.  The 
rate  of  fare  must  fully  cover  the  cost 
of  production.  To  impose  the  cost  of 
pavement  on  the  transportation  system 
or  the  cost  of  snow  removal  or  a  tax  of 
3  per  cent  on  the  gross  revenue  is,  con- 
trary to  the  general  impression,  not  an 
assessment  on  the  transportation  utility 
but  a  tax  on  the  car  rider,  for  the  rate 
of  fare  must  of  necessity  meet  the  full 
cost  of  operation.  It  is  of  just  as  great 
importance  to  the  transportation  utility 
as  it  is  to  the  public  that  the  rate  of 
fare  be  kept  low,  but  it  cannot  be  if 
civic  authorities  assess  and  load  us 
down  with  taxes  and  other  obligations 
which  the  car  rider  must  pay. 

Yet  in  spite  of  all  handicaps  the  elec- 
tric railway  industry  has  not  been 
standing    still,    for    through    economies 


effected  we  are  giving  more  and  better 
service  today  than  was  thought  possible 
a  few  years  ago.  This  can  be  more 
clearly  seen  by  a  comparison  with  the 
costs  of  1913,  which  shows  that  labor  is 
now  approximately  200  per  cent  higher, 
material  200  per  cent,  while  the  average 
rate  of  fare  of  all  railways  has  only  in- 
creased about  80, per  cent.  I  do  not 
know  of  any  industry  which  can  show 
such  a  record. 

Traffic  Increasing  in  Canada 

I  think  it  is  appropriate  and  it  will  be 
of  interest  to  the  manufacturers  and 
workers  of  this  country  to  state  that  the 
electric  railways  of  Canada  in  1927  paid 
out  in  wages  approximately  $26,000,000 
and  purchased  material  to  the  value  of 
$15,000,000,  which  does  not  include 
capital  expenditures  covering  new  de- 
velopment and  equipment.  We  employ 
more  than  17,000  people  while  there  are 
many  more  employed  indirectly.  We 
have  some  $229,500,000  invested  in  our 
industry,  which  places  us  in  the  front 
rank  of  the  most  important  industries 
of  Canada. 

Passenger  revenue  of  the  Canadian 
electric  railways  for  1927  was  $4R,- 
290,000,  an  increase  of  3.2  per  cent  ovor 
the  previous  year.  Revenue  passengers 
carried  were  776,615,193,  an  increase  "i 
3.75  per  cent,  while  we  gave  more  ser\ 
ice  to  the  public  by  operating  49,80n 
passenger  car-miles  per  mile  of  track, 
an  increase  of  6.5  per  cent. 

These  figures  show  a  healthy  increase 
and  are  most  encouraging,  but  I  must 
remind  you  that  the  private  autonio 
bile  has  not  reached  its  peak  and 
density  in  this  country  and  that  it  will 
require  our  best  efforts  to  maintain  our 
present  position  and  normal  increase.  1 
believe  we  can  afford  to  be  optimistic 
in  regard  to  the  future,  and  that  the 
electric  railways  will  regain  their 
position  in  the  financial  world  as  a  de 
sirable  investment. 

Finally,  I  wish  to  emphasize  that  tlie 
franchise  requirements,  conditions  "i 
operation,  rate  of  fare  and  municiii.il 
taxation  are  the  foundation  stone  of  the 
whole  transportation  systems  structure. 
If  onerous  conditions  are  imposed  by 
those  in  authority  the  channel  throu.i,;li 
which  money  flows  for  the  maintenance 
and  development  of  the  enterprise  will 
be  stifled  and  the  collapse  of  the  system 
is  assured.  All  transportation  systems 
require  additional  money  every  year, 
but  such  is  attracted  only  when  there  is 
an  assurance  of  a  return  on  the  invest- 
ment. 

Where  the  franchise  or  operatimi 
requirements  are  such  as  to  assure  i 
fair  return  on  the  investment,  the  tran-- 
portation  system  will  be  up  to  date,  i 
well-operated  property  becomes  the 
most  valuable  asset  and  the  finest  ad- 
vertisement for  the  community  it  serves. 
but  there  is  no  worse  abomination  than 
a  run-down,  dilapidated  property.  If 
our  industry  is  to  fulfill  modern  requii 
ments  of  the  traveling  public  a  fair  n 
turn  on  the  investment  must  be  assured 
by  relief  from  unfair  operating  con- 
ditions and  burdens  which  I  have  al-| 
readv  mentioned. 


June  16. 1928 


ELECTRIC  RAILWAY  JOURNAL 


997 


Outing  Excursion  of  New  York 
Railroad  Club 

ARRANGEMENTS  have  been  com- 
-pieted  for  the  annual  outing  of  the 
New  York  Railroad  Club  on  July  12. 
This  will  be  an  old-time  excursion  up 
the  Hudson  to  Indian  Point,  on  a  spe- 
cially chartered  steamer  of  the  Hudson 
River  Day  Line. 

The  boat  leaves  at  noon  and  luncheon 
will  be  served  en  route.  Upon  arrival 
at  Indian  Point  there  will  be  a  parade 
headed  by  a  special  band.  In  addition 
to  baseball,  tennis  and  swimming,  there 
will  be  a  series  of  athletic  contests : 
a  three-legged  race,  sack  races,  a  push- 
ball game,  greased  pole  and  a  greased 
pig,  besides  quoits  and  a  short  golf 
tournament.  Prizes  for  the  different 
events  will  be  provided. 


Company  and  the   Tool   Steel   Gear   & 
Pinion  Company. 

Complete  details  of  the  program  will 
be  announced  later. 


Southern  Properties  Plan 
Program 

PROGRAM  arrangements  have  all 
been  made  for  the  Cincinnati-Cov- 
ington  meeting  of  the  Electric  Railway 
Association  of  Equipment  Men,  South- 
ern Properties,  to  be  held  at  the  Gibson 
Hotel,  Cincinnati,  Ohio,  July  25-27,  ac- 
cording to  Robert  M.  O'Brien,  presi- 
dent. Nine  prominent  men  of  the 
association  have  been  requested  to  pre- 
pare papers,  so  there  should  be  much 
of  interest  to  all  who  attend. 

The  business  session  on  July  25  will 
open  at  9  a.m.  The  entire  day  Thurs- 
day will  be  given  over  to  answering  the 
questions  in  the  question  box  and  dis- 
cussion. On  July  27  an  inspection  trip 
has  been  arranged  whicli  will  consist 
of  a  visit  to  the  shops  of  the  Cincinnati 
Street     Railway,     the     Cincinnati     Car 


Various  Claims  Subjects  to  Be 
Discussed  in  San  Diego 

PACIFIC  CLAIM  AGENTS'  AS- 
SOCIATION will  hold  its  annual 
convention  in  San  Diego,  Cal.,  July  19- 
21,  1928.  The  following  program  will 
be  presented : 

"Organization  and  Value  of  Safety  Com- 
mittees," by  J.  H.  Handlon,  claim  agent 
Market  Street  Railway,  San  Francisco,  Cal. 

"Disciplining  Employees  Responsible  for 
Accidents,"  by  J.  P.  Potter,  vice-president 
Key  System  Transit  Company,  Oakland. 
Cai. 

"San  Diego  the  Safe  City,"  by  Police 
Sergeant  Lyle,  Police  Department,  San 
Diego,  Cal. 

"Preparing  Cases  for  Trial ;  Court  Ex- 
periences," by  M.  P.  Poundstone,  Pacific 
Electric  Company,  Los  Angeles,  Cal. 

"Industrial  Dentistry,"  by  Dr.  Sam  Kauf- 
man, Pacific  Electric  Company,  Los 
Angeles,  Cal. 

"Recent  Court  Decisions  in  Negligence 
Cases,"  by  A.  L.  Levinsky,  attorney  Stock- 
ton Electric  Railway,  Stockton,  Cal. 

Question  box  discussions: 

"What  Methods  Should  Be  Adopted  to 
Obtain  the  Best  Results  in  Our  Relations 
with  Private  and  Public  Hospitals,"  led  by 
C.  M.  McRoberts,  claim  agent  Los  Angeles 
Electric  Railway,  Los  .\ngeles,  Cal. 

"Obtaining  the  Good  Will  of  E^mployees 
in  Accident  Prevention,"  led  by  B.  F.  Boyn- 
ton,  claim  agent  Portland  Electric  Power 
Company,  Portland,  Ore.,  and  followed  by 
S.  E.  Mason,  general  manager  San  Diego 
Electric  Railway,  San  Diego,  Cal. 

Association  members  are  also  invited 
to  prepare  papers  on  any  topic  which 
they  think  will  be  of  value. 


New  Car  Designs  Are  Here* 

By  R.  L.  Hermann 

Transportation  Manager  Southwestern  District  IVestinghouse  Electric  & 

Manufacturing  Company,  St.  Louis,  Mo. 


DEPARTURE  from  conventional  de- 
signs of  the  past  is  required  if  the 
surface  car  is  to  meet  operating  condi- 
tions of  today  and  keep  pace  with  the 
developmeints  of  the  future.  Safety, 
speed,  comfort  and  ease  of  passenger 
interchange  are  the  primary  considera- 
tions which  influence  design.  Comfort, 
of  course,  includes  such  features  as 
pleasing  appearance  and  quiet  operation. 
The  first  departures  from  conventional 
designs  were  initiated  by  the  Spring- 
field Street  Railway  and  the  Chicago  & 
JoHet  Electric  Railway.  These  two 
railway  properties  each  designed  and 
constructed  a  car  equipped  with  Timken 
worm-drive  axles  and  Westinghouse 
high-speed  motors.  The  interesting  me- 
chanical features  are :  motor  weight  en- 
tirely spring  supported,  high-speed, 
light-weight  motors  operated  two  in 
series  on  600  volts,  high  gear  reductions, 
'automotive-type  brakes  and  quiet  oper- 

*Abstract  of  paper  presented  before  the 
Midwest  Electric  Railway  Association, 
Kansas   City,   Mo.,   June   4-6,   1928. 


ation.  Additicmal  cars  utilizing  this 
type  drive  have  recently  been  placed  in 
service,  or  are  about  ready  for  oper- 
ation, in  Boston,  Cleveland,  Cincinnati, 
Montreal,  Pittsburgh  and  St.  Louis. 

The  second  progressive  step  in  mod- 
ern car  construction  was  the  introduc- 
tion of  the  Brill  1928  model  which 
embodies  the  application  of  Westing- 
house  high-speed  motors,  connected  two 
in  series  for600- volt  operation,  and  W-N 
drive.  The  mechanical  features  men- 
tioned in  connection  with  the  Spring- 
field and  Joliet  cars  are  also  included. 
The  car  has  a  pleasing  interior  and  e.x- 
terior  appearance  and  provides  speed 
with  comfort  and  safety.  Cars  with  this 
type  of  motor  and  drive  either  are  being 
operated  or  are  about  ready  for  service 
in  Chicago.  Cincinnati,  Houston,  Mon- 
treal. Oakland,  Pittsburgh,  Parkersburg 
and  Richmond. 

The  need  of  quick  and  comfortable 
transportation  is  the  principal  factor 
that  is  leading  to  the  introduction  of  a 
new  type  car.     Competition  of  the  pri- 


vate automobile  lias  demonstrated  tiie 
necessity  of  developing  a  rail  vehicle 
which  is  attractive  to  patrons  and  fast 
schedule  speed  is  an  essential  feature. 
There  are,  of  course,  many  things  which 
affect  schedule  speed,  but  a  car  must 
first  be  provided  with  motors  and  con- 
trol that  have  the  capacity  and  char- 
acteristics to  perform  the  fast  schedules 
desired. 

Schedule  speed  in  frequent-stop  city 
service  is  primarily  a  matter  of  rapid 
accelerating  and  braking,  and  if  car 
movement  is  speeded  up  more  motor 
capacity  is  required.  It  is  not  desir- 
able to  apply  heavier  motors  to  secure 
more  horsepower  per  car,  since  car 
weight  is  increased  and  larger  wheels 
may  be  necessary.  High-speed  motors 
and  drives  which  have  been  developed 
provide  maximum  horsepower,  min- 
imum weight  and  ample  clearance. 

The  high-speed  motor  is  available  in 
two  sizes,  35  and  SO  hp.  The  weights 
complete  with  gears  and  gear  case  are 
1,000  and  1,350  lb.  respectively,  and 
these  figures  compare  with  1,475  and 
2,300  lb.  for  standard  motors  of  the 
same  horsepower.  The  35  and  50-hp. 
high-speed  motors  can  be  applied  on 
cars  of  a  size  now  equipped  with  25 
and  35  hp.  equipments  to  provide  the 
necessary  additional  capacity  for  secur- 
ing high  schedule  speeds. 

A  feature  of  the  two  high-speed  mo- 
tors mentioned  wiiich  has  a  direct  bear- 
ing on  schedule  speed  improvement  is 
the  adaptability  for  application  on  small 
wheels.  The  '35-hp.  motor  can  be  used 
on  22-in.  wheels  and  the  50-hp.  motors 
on  24-in.  wheels  with  ample  clearance, 
4i  in.  under  both  motor  and  gear  case, 
a  material  increase  over  what  is  ob- 
tained with  present  standard  equipment. 
The  lower  car  floor  level  possible  with 
the  high-speed  motors  contributes  to 
ease  of  passenger  interchange  and 
safety,  while  low  steps  in.sure  rapid 
movement  of  riders  into  and  out  of  cars. 

.\\\  important  accomplishment  of  the 
high-speed  motor  and  drive  is  the  re- 
duced unsprung  weight  obtained  with 
the  assembly  of  truck,  motors  and  gears. 
The  complete  motor  and  one-half  of 
the  weight  of  the  gear  unit  are  spring 
supported,  reducing  the  force  of  the 
"hammer  blows"  at  rail  joints  and  spe- 
cial work. 

Comparison  of  spring  .supported  and 
unsprung  weights  of  standard  25  and 
35-hp.  motors  with  the  35-hp.  high  speed 
motor  including  gears  and  gear  case 
shows  that  the  latter  saves  345  lb.  per 
axle  or  1,380  lb.  per  car  unsprung 
weight  compared  with  the  standard  25- 
hp.  motor,  and  575  lb.  per  axle  or  2,300 
lb.  per  car  compared  with  the  standard 
35-hp.  motor. 

Where  the  changes  in  speed  are  uni- 
form high  accelerating  and  decelerating 
rates  are  not  objectionable.  Accelerating 
and  braking  rates  of  3  m.p.h.p.s.  appear 
feasible. 

Light-weiglit  pneumatic  and  magnetic 
remote  control  are  recent  developments. 
The  inductive  effect  of  the  new  edge- 
wound  type  resistor  lowers  the  accel- 
erating current  peaks,  permitting  more 
rapid   rates   without  discomfort   to  pas- 


998 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  N  0.24 


sengers.  The  weight  saving  is  some  70 
per  cent  in  comparison  with  alloy  grids. 
Dynamic  braking  as  a  means  of  secur- 
ing more  rapid  braking  and  utilizing 
the  energy  wasted  in  braking  for  car 
heating  during  the  winter  months 
with  control-  equipment  developed  for 
such  applications  is  being  tried  on  cars 
in  Joliet  and  Pittsburgh.  Two  sets  of 
resistors  are  used,  a  special  heater  type 
mounted  within  the  car,  the  other,  the 
edge- wound  type  located  beneath  the 
car.  The  duty  on  the  traction  motors 
is  increased  considerably,  necessitating 
the  use  of  larger  motors  and  more  com- 
plicated control  equipment.  The  value 
of  the  reclaimed  energy  for  car  heating 
depends  on  the  temperature  normally 
maintained  within  the  cars  and  the  cost 
of  power,  both  local  considerations. 


The  results  obtained  with  a  single  car 
in  Joliet,  as  outlined  in  an  article  re- 
cently published  in  Electric  Railway 
Journal,  indicate  a  very  favorable  per- 
formance. The  equipment  in  service  in 
Pittsburgh  has  not  been  operated  a  suffi- 
cient length  of  time  to  determine  its 
economic  value. 

The  new  type  cars  which  have  been 
built  indicate  that  the  street  railway  in- 
dustry is  endeavoring  to  improve  the 
character  of  service  provided  for  car 
riders.  It  is  evident  that  the  electrical 
equipment  and  mechanical  features  are 
the  subject  of  careful  study  and  test  in 
an  effort  to  secure  improved  operating 
units.  Further  development  may  be 
expected,  and  the  surface  car  of  the  fu- 
ture will  differ  in  many  respects  from 
the  present  day  -conventional  design. 


Play  the  Game  Square* 

By  J.  N.  Shannahan 
President  Omaha  &  Council  Bluffs  Street  Raihi.'ay,  Omaha,  Xcb. 


NEVER  has  there  been  a  time  when 
the  future  of  the  electric  railway 
as  such  was  more  shrouded  with  un- 
certainty than  at  the  present  moment. 
Never  has  there  been  a.  time  when  it 
was  so  necessary  that  the  owners  and 
those  charged  with  the  management  of 
these  great  properties  should  take  their 
courage  in  their  two  hands  and  go  out 
to  do  battle  for  them. 

In  this  day  and  age  the  manager  of  an 
electric  railway  not  only  must  have  ex- 
perience to  enable  him  accurately  to 
judge  of  the  problems  that  confront 
him,  but  sand  in  his  crop  and  brains 
in  his  head. 

The  history  of  .American  business 
contains  but  few  instances  of  an  indus- 
try called  upon  to  face  so  many  appar- 
ently insuperable  obstacles,  one  so 
menaced  by  enemies  from  without  and 
divided  councils  within.  I  believe  there 
are  but  few,  if  any,  economists  or 
students  of  the  situation  who  believe 
that  the  electric  railway  can  be  wiped 
out  except  with  disastrous  results  to  the 
communities  they  serve.  The  cities  of 
this  country  must  be  served  by  a  system 
of  local  transport,  and  in  my  judgment 
the  backbone  of  it  will  continue  to  be 
the  car  running  on  rails. 

The  cities  that  for  any  reason  permit 
the  transportation  companies  serving 
them  to  be  destroyed  or  starved  out  of 
existence,  will  presently  find  themselves 
lagging  behind  their  more  far-visioned 
sister  municipalities. 

Except  in  certain  outstanding  in- 
stances it  seems  to  me  that  we  ourselves 
have  not  met  the  fast-changing  situa- 
tion with  as  much  courage  as  we  should 
have,  and  certainly  not  with  far-sighted 
vision  of  our  opportunities,  to  say  noth- 
ing of  our  duty. 

I  believe  in  the  essential  fairness  of 
the  American  people,  and  that  they  can 
be  depended  on  to  decide  justly  and 
fairly  any  question  with  which  they  are 

*Pafer  l<rcsented  before  the  Midwest 
Electric  Raihvav  Association,  Kansas  Citv, 
Mo..  June  4-6.  1928. 


confronted.  When  they  fail  so  to  do  I 
believe  a  study  will  show  that  it  was  be- 
cause the  question  was  not  clearly 
undersood  by  them.  And  nine  times  out 
of  ten  this  is  due  to  the  true  situation 
not  having  been  presented  in  a  fair,  ade- 
c|uate  and  understandable  way.  In  my 
mind  there  is  no  doubt  if  our  own 
houses  are  in  order,  if  we  are  meeting 
our  responsibilities  squarely  and  fully, 
and  we  and  our  co-workers  are 
courteous  and  considerate  of  the  public 
and  its  demands,  that  we  can  get  a  fair 
deal  and  sympathetic  consideration  of 
our  difficulties  and  problems.  But  to 
get  such  consideration,  gentlemen,  we 
must  come  clean.  We  must  put  the 
cards  on  the  table  face  up.  This  may 
sound  so  trite  as  to  make  you  smile,  but 
I  want  to  say  to  you  that  too  many 
times  have  I  observed  a  man  negotiat- 
ing with  the  municipal  authorities 
holding  out  some  vital  fact  or  informa- 
tion that  he  thought,  or  imagined, 
would  help  to  effect  a  settlement  more 
favorable  than  would  otherwise  be  ob- 
tainable. When  this  sort  of  thing  is 
"pulled"  we  call  it  sharp  practice,  and  it 
is  exactly  that,  no  matter  who  "pulls" 
it.  There  is  no  more  sure  and  certain 
way  to  forfeit  public  confidence  than  to 
pretend  to  play  the  game  with  the  cards 
face  up  on  the  table.  And  without  pub- 
lic confidence  any  utility  man  is  "sunk." 
He  is  "through,"  and  so  far  as  being  of 
any  service  to  the  company  he  is  there 
to  administer,  he  might  just  as  well 
leave  town. 

The  American  people  are  quick  to  de- 
tect pretense,  and  relentless  when  ?hey 
have  unmasked  the  man  who  is  but  pre- 
tending to  play  fair.  One  false  move, 
one  instance  of  corrupt  use  of  money, 
and  years  of  straight  dealing  go  by  the 
board,  affecting  not  only  ourselves  and 
our  own  properties,  but,  indirectly, 
bringing  discredit  and  suspicion  on  our 
innocent  associates  in  the  utility  field. 
There  are  two  respects  that  occur  to  me 
in  which  some  of  us  may  help  ourselves, 
and  help  to  put  our  properties  on  a 
sound  and   stable   footing.     There   are 


companies  struggling  to  keep  afloat 
while  operating  under  the  onerous  and 
exacting  terms  of  an  antiquated  and 
hopeless  franchise,  and  again  there  are 
companies  with  so  complicated  and 
fearsome  a  financial  structure  that  any 
new  financing  for  additions  and  better- 
ments, however  necessary,  is  made 
difficult  on  any  reasonable  basis  or,  not 
infrequently,  impossible  on  any  basis. 
In  either  of  these  situations,  and  there 
have  been  companies  cursed  with  both, 
the  owners  and  their  managements 
should  face  it  squarely  and  courageously. 
Nothing  is  to  be  gained  by  blinking  at 
the  facts.  If  your  own  house  is  in  order, 
if  your  record  for  service  and  straight- 
forward, honest  dealing  is  clear,  then 
you  can  go  to  the  city  authorities  and 
get  from  them  a  new  franchise  under 
which  you  can  live  and  operate  success- 
fully, because  at  all  times,  and  never 
more  acutely  than  to-day,  their  interest 
and  your  interest  is  absolutely  common. 

If  your  corporate  financial  structure 
is  such  a  misfit  and  so  badly  conceived 
as  to  make  difficult  or  impossible  new 
financing,  then  you  would  better  under- 
take voluntarily  to  put  it  right  before 
you  are  forced  to  a  drastic  and  involun- 
tary reorganization.  If  we  are  to  enjoy 
a  clear  field,  and  this  is  what  we  all  nnist 
have,  then  we  must  expect  to  meet  ade- 
quately all  fair  demands  for  service.  We 
must  take  the  bitter  with  the  sweet,  we 
must  give  honest  and  good  service,  and 
we  must  keep  abreast  of  the  times ;  in 
other  words,  our  equipment  must  be 
modern  and  the  character  of  our  serv- 
ice such  that  no  reasonable  man  may 
complain. 

I  think  we  all  can  learn  a  great  deal 
about  this  business  if  we  study  what 
has  happened  in  Cleveland  during  the 
past  few  years.  In  that  city  has  been 
evolved,  after  years  of  bitter  controversy 
and  travail,  what  I  believe  to  be  the 
most  workable  and  satisfactory  fran- 
chise in  effect  anywhere  in  this  country. 
This  franchise  is  not  only  satisfactory 
to  the  company,  but  the  people  as  well. 
Cost  of  the  service  is  the  basis  or  foun- 
dation on  which  has  been  reared  the 
structure  of  the  Cleveland  Railway. 
The  functioning  of  this  franchise  is 
largely  automatic  and  the  effect  has  been 
to  eliminate  the  company  as  a  football 
of  politics.  The  result  is  a  property  sec- 
ond to  none  in  its  physical  aspects,  a 
service  almost  universally  satisfactory 
to  the  car  riders  of  Cleveland  because 
they  themselves,  through  their  ac- 
credited representatives,  are  dictating 
what  that  service  shall  be.  and  a  com- 
pany on  a  sound  and  stable  financia 
footing,  one  abundantly  able  to  financ 
on  a  reasonable  basis  the  cost  of  any^ 
betterments  or  extensions  demanded  by 
the  people. 

There   seems   to  be   no  good   reason  j 
why  the  rest  of  us  cannot  accomplish 
substantially    the    same    result.      Your  | 
lawyers  may  tell  you  it  is  difficult  of  ac- 
complishment in  your  particular  city,  oij 
under  the  laws  of  your  state,  but  so  lonri"^ 
as    the    thing   aimed   at    is    clean,    an4 
decent,   and   con.structive,    I   cannot 
convinced  that  a  way  may  not  be  found 
for  its  accomplishment. 


Jiaic  16,  1928 


ELECTRIC  RAILWAY  JOURNAL 


999 


Conditions  of  Miller  Welding 
Award  Changed 

NO  PAPER  submitted  to  the  Samuel 
Wylie  Miller  Aledal  board  of  trus- 
tees of  the  American  Welding  Society 
during  the  calendar  year  1927  was  of 
sufficient  value  to  merit  the  yearly 
award,  established  by  Past-President 
Miller.  The  board  has,  therefore,  re- 
vised the  conditions  under  which  the 
medal  may  be  awarded,  as  follows : 

1.  The  medal  may  be  awarded  annually 
for  any  meritorious  achievement  which,  in 
the  judgment  of  the  board  of  trustees,  has 
contributed  conspicuously  to  the  advance- 
ment of  the  art  of  gas  fusion  welding  and 
cutting,  or  the  art  of  electric  arc  fusion 
Welding  and  cutting. 

2.  The  award  for  any  calendar  year  shall 
be  announced  and  the  medal,  together  with 
a  suitable  certificate,  presented  at  an  annual 
meeting  or  a  fall  meeting  of  the  society,  as 
the  board  of  trustees  may  elect. 

The  conditions  governing  the  award 
of  this  medal  have  been  made  very 
broad  so  that  it  can  be  granted  for  an 
achievement  of  any  character  which  has 
contributed  conspicuously  to  the  ad- 
vancement of  either  of  the  two  branches 
of  the  welding  art  which  are  specifically 
mentioned.  Thus,  the  award  may  be 
made  for  a  meritorious  paper  or  an  in- 
vention, or  a  conspicuous  application  of 
welding  in  industry  which  has  advanced 
the  art  either  on  account  of  unique 
technical  features  or  important  economic 
advantages.  The  award  may  even  be 
made  for  conspicuous  service  of  a  non- 
technical character  which  distinctly  ad- 
vances the   welding  art. 


problem  as  it  exists  within  an  organ- 
ization. 

Election  of  officers  was  postponed 
until  such  time  as  a  meeting  of  the 
executive  committee  can  be  held.  The 
next  annual  meeting  of  the  association 
is  to  be  held  in  Los  Angeles  during 
May,  1929.       __^^__ 

Wisconsin  Accountants' 
Program 

ANNOUNCEMENT  has  recently  been 
-made  of  the  program  for  the  Mil- 
waukee, Wis.,  meeting  of  the  Wisconsin 
Utilities  Association^  Accounting  Sec- 
tion, to  be  held  at  the  Hotel  Pfister, 
June  21-22,  as  follows : 

Th.ursdav,  June  21 


California  Association  Meets 

MANY  interesting  addresses  and 
papers  were  presented  at  the 
California  Electric  Railway  Association 
annual  meeting  held  in  the  Cliff  Hotel, 
San  Francisco,  May  7-8. 

Samuel  Kahn,  president  Market 
Street  Railway,  opened  the  meeting 
with  an  address  outlining  the  Byllesby 
policies  which  have  been  put  into  effect 
during  the  two  years  the  San  Francisco 
property  has  been  under  Byllesby  man- 
agement. Other  papers  presented  were: 
"Opportunities  for  Greater  Co-opera- 
tion," by  R.  B.  Hill,  Los  Angeles  Rail- 
way ;  "Problems  and  Possibilities  for 
Increasing  Patronage,"  by  J.  P.  Potter, 
Key  System  Transit  Company :  "Re- 
examination of  Employees,"  by  Dr.  W. 
L.  W^eber,  Pacific  Electric  Railway ; 
"The  Motor  Coach  from  an  Engineer- 
ing Standpoint,"  by  P.  B.  Harris,  Los 
Angeles  Railway;  "What  and  When  to 
Buy,  and  Obsolete  Material,"  by  C. 
Thorburn,  Pacific  Electric  Railway; 
"Economics  in  Shop  Practice,"  by  J.  W. 
Delaney,  Market  Street  Railway ;  and 
"Cost  and  Necessity  of  Detail  Analysis," 
by  R.  O.  Crowe,  Los  Angeles  Railway. 
A  banquet  was  presided  over  by  E.  H. 
Maggard.  president  and  general  man- 
ager. Northwestern  Pacific  Railroad,  at 
which  E.  C.  Thomas,  manager  public 
■elations    department.    Pacific    Electric 

Railway,  was  the  principal  speaker.   Mr. 

riionias  dealt   witli  the  ])ul)Hc  rslations 


Registration. 


9  A.M. 

10  A.M. 


Chairman's  remarks — D.  W.  Faber,  Wis- 
consin Public  Service  Corporation,  Mil- 
waukee. 

"The  Story  of  the  Electric  Utilities  as 
Presented  Before  the  Legislative  Commit- 
tee," by  E.  J.  Steinberg,  service  engineer 
Milwaukee  Electric  Railway  &  Light  Com- 
pany. 

Discussion. 

".An  Accountant's  View  of  Municipal 
Ownership,"  by  Karl  F.  McMurry,  certi- 
fied public  accountant,  Madison. 

Discussion. 

Report  of  the  committee  on  statistics. 

.Announcements. 

12:15  p.m. 
Luncheon  Talks 

"Proper  Basis  of  'Value  of  Public  Utility 
Securities,"  by  Paul  M.  Binzel,  buying  de- 
partment Morris  F.  Fox  &  Company,  Mil- 
waukee. 

"Making  the  Office  More  Convenient  for 
the  Customer,"  by  Frank  .A.  Coffin,  com- 
mercial manager  Milwaukee  Electric  Rail- 
way &  Light  Company. 

2:30  P.M. 

Inspection  trip  through  offices  of  the 
Milwaukee  Electric  Railway  &  Light  Com- 
pany. 

6:30  P.M. 

.\nnual  -Accounting  Section  Dinner. 
Dancing. 

pRroAY,  June  22 
9:30  A.M. 

Report  of  the  committee  on  classification 
of  accounts :  chairman.  John  Dockendorf, 
the  Milwaukee  Electric  Railway  &  Light 
Company. 

Discussion. 

"Field  .\uditing,"  by  L.  G.  Roemer,  Wis- 
consin Public  Service  Corporation,  Mil- 
waukee. 

Discussion. 

"The  Position  of  the  Railroad  and  Util- 
ity Commissioners  on  State  vs.  National 
Control  and  Regulation,"  by  Lewis  E. 
Gettle.  chairman  Railroad  Commission  of 
Wisconsin. 

Discussion. 

Report  of  the  nominating  committee  and 
election  of  accounting  section  officers  for 
the  coming  year. 

1  :30  P.M. 

"Onc-tcnth     of     One     Pe-     Cent."'     i>y 


Stephen  A.  Bialecki,  credit  manager  the 
Milwaukee  Gas  Light  Company. 

Discussion. 

"Centralized  Stores  Accounting,"  by  A. 
A.  Meisenheimer,  general  storekeeper  the 
Milwaukee  Electric  Railway  &  Light  Com- 
pany. 

Discussion — -Led  by  L.  C.  Christensen, 
Wisconsin  Public  Service  Corporation, 
Green  Bay. 

"Cost  Accounting  of  the  Operation  and 
Maintenance  of  Farm  Line  Extension,"  by 
J.  E.  Gray,  auditor  Wisconsin  Power  & 
Light  Company,  Madison. 

Discussion. 


Plans  for  C.E.R.A.  Outing 
Completed 

IN  ADDITION  to  the  addresses  and 
committee  reports,  ample  entertain- 
ment has  been  arranged  for  every  one 
attending  the  Central  Electric  Railway 
Association  annual  outing  at  Cedar 
Point,  Ohio,  June  28-29,  including 
games  for  children,  indoor  baseball, 
bridge  for  the  ladies,  a  golf  tournament 
at  the  Plum  Brook  Country  Club,  and 
dancing.  The  program,  which  has  just 
been  completed,  is  as  follows : 

Thursday,  June  28 
9:30  A.M. 

Address  of  welcome,  by  the  Mayor  of 
Lake  Erie. 

Address  of  the  president,  by  W.  S. 
Rodger,  general  traffic  manager  Detroit 
United   Lines,   Detroit,   Mich. 

"What  Does  the  Future  Hold  for  In- 
terurban  and  City  Lines  in  the  Middle 
West?"  by  Charles  W.  Chase,  president 
Gary  Railways,   Gary,  Ind. 

"Outside  Observations  of  the  Electric 
Railway  Industry,"  by  H.  V.  Bozell,  Bon- 
bright  &  Company,  New  York,  N.  Y. 

2    P.M. 

Meeting  of  executive  committee. 
6:30  P.M. 

Association  dinner  and  entertainment 
(informal). 

Friday,  June  29 

9:30  A.M. 

Rcfiorts  of  Committees 

Constitution  and  by-laws,  by  F.  D.  Car- 
penter, cliairman,  president  'Western  Ohio 
Railway  Co.,  Lima,   Ohio. 

Supply  men,  by  E.  H.  Arnott,  chairman, 
manager  Central  Service  Bureau,  Indian- 
apolis, Ind. 

Power  supply  and  distribution,  by  R.  J. 
Custer,  chairman,  engineer  way  and  struc- 
tures Interstate  Public  Service  Company, 
Columbus,  Ind. 

10:30  A.M. 

"Employees  Welfare  and  Publicity 
Work."  by  Clinton  D.  Smith,  superintend- 
ent department  of  personnel  Cleveland 
Railway,  Cleveland,  Ohio. 

"Employees  Education  and  Salesman- 
ship," by  R.  N.  Graham,  manager  of  rail- 
ways Pennsylvania-Ohio  Electric  Company, 
Youngstown,  Ohio. 

Report  of  committee  on  promotion  of 
more  profitable  business,  by  L.  G.  Tighe, 
chairman,  assistant  general  manager  North- 
ern Ohio  Power  &  Light  Company,  Akron, 
Ohio. 

.\ddress.  by  J.  B.  Dugan.  secretary  Pub- 
lic  Utilities   Commission,   Columbus,  Ohio. 

Adjournment. 


Il 


1000 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No. 


J 


Need  for  Progress  Stressed  at  New  York 

State  Meeting 


MORE  intelligent  use  of  available 
street  space,  more  scientific  selec- 
tion and  training  of  employees,  appli- 
cation of  common  sense  and  fair  dealing 
in  the  improvement  of  public  relations, 
and  better  facilities  for  equipment  main- 
tenance were  urged  at  the  annual  meeting 
of  the  New  York  Electric  Railway  As- 
sociation held  at  Coney  Island,  N.  Y.,  on 
June  14-15,  1928. 

The  meeting,  which  completed  the 
46th  year  of  the  association,  was  re- 
plete with  papers  urging  the  need 
for  a  changed  viewpoint  and  improved 
methods  suited  to  meet  present  day 
transportation  conditions.  President 
W.  G.  Gove  presided.  Speakers  in- 
cludeW  J.  A.  Miller,  Jr.,  editor  Aera  and 
associate  editor  Electric  Railway 
Journal;  H.  S.  Simpson,  traffic  engi- 
neer Essex  County,  N.  J. ;  L.  S.  Storrs, 
managing  director  American  Electric 
Railway  Association ;  C.  P.  Segard, 
assistant  secretary  Third  Avenue  Rail- 
way, New  York;  A.  L.  Hodges,  as- 
sistant general  manager  Brooklyn  City 
Railroad;  R.  R.  Hadsell,  general  super- 
intendent of  transportation  New  York 
State  Railways,  Rochester;  Dr.  Philip 
Convoy,  chief  surgeon  New  York  State 
Railways;  B.  J.  Yungbluth,  president 
International  Railway,  Bufifalo;  Hugh 
Savage,  superintendent  of  equipment 
Brooklyn  City  Railroad;  Niles  Persons, 
superintendent  surface  lines  shops. 
Brooklyn-Manhattan  Transit  Corpora- 
tion ;  E.  C.  Brandt,  assistant  works 
manager  Westinghouse  Electric  & 
Manufacturing  Company. 

Traffic  Relief  Without 
Excessive  Cost 

Substantial  relief  from  existing  street 
traffic  congestion  can  be  obtained  with- 
out the  enormous  expenses  involved  in 
many  proposed  remedies.  This  was 
pointed  out  in  Mr.  Miller's  paper.  He 
argued  that  the  capacity  of  present 
streets  can  be  increased  several  hundred 
per  cent  by  utilizing  the  entire  roadway 
for    moving    traffic,    and    by    utilizing 


signal  lights  effectively  to  speed  up  the 
movement.  Despite  all  that  can  be  done 
to  increase  the  efficiency  of  traffic  move- 
ment, however,  the  majority  of  riders 
must  continue  to  use  public  transporta- 
tion vehicles.  Agencies  which  furnish 
public  transportation  will  benefit  by 
anything  that  improves  general  traffic 
conditions,  according  to  Mr.  Miller. 

In  discussing  this  paper,  Mr.  Simp- 
son condemned  as  impractical  the 
visionary  schemes  of  multi-level  cities 
of  the  future,  which  have  become  the 
vogue  in  Sunday  newspaper  supple- 
m'ents.  He  compared  the  costly  con- 
struction of  Wacker  Drive  in  Chicago 
with  the  comparatively  inexpensive  in- 
stallation of  co-ordinated  traffic  lights, 
and  the  "no-parking"  regulations  which 
have  afforded  more  relief  than  the  half- 
mile  of  double-deck  street.  Traffic 
lights  should  be  installed  as  the  result 
of  engineering  study,  he  said,  not  as  the 
result  of  manufacturer  salesmanship. 

Mr.  Storrs  pointed  out  that  public 
transportation  vehicles  should  be  so 
operated  as  not  to  impede  other  traffic. 
More  rapid  acceleration  and  braking  are 
needed.  Public  transportation  officials 
must  take  the  lead  in  the  solution  of  the 
traffic  problem. 

Electric  railways  have  given  more 
attention  to  the  selection  of  their  equip- 
ment than  to  the  selection  of  their  men, 
according  to  Dr.  Segard.  Man  power, 
however,  determines  production  and 
quality  of  service.  Greater  attention 
should  be  given  to  the  selection  of  men. 

Mr.  Hodges  spoke  of  the  necessity  of 
finding  the  right  job  for  every  employee. 
His  training  should  continue  as  long 
as  he  is  employed  by  the  company. 
Mr.  Hadsell  pointed  out  that  it  is  de- 
sirable to  have  more  than  one  examiner 
pass  on  each  applicant  for  employment, 
as  frequently  a  second  or  third  inter- 
view will  disclose  things  which  escape 
the  earlier  e.xaminers.  Dr.  Conway 
emphasized  tlie  need  for  stringent  ex- 
aminations of  the  eyesight  of  applicants 
for  employment  on  electric  railways. 


Association  Papers  Coming! 

SO  MANY  excellent  papers  and  addresses  have  been 
presented  at  the  recent  meetings  of  the  Midwest 
Association,  the  Canadian  Association,  the  New  York 
State  Association  and  the  Union  Internationale  de 
Tramways,  de  Chemins  de  fer  d'Interet  local  et  de 
Transports  Publics  Automobiles,  that  it  has  been 
entirely  impossible  to  publish  them  all  in  this  and  the 
preceding  issues.  Many  of  them  are  referred  to  in  the 
general  reports  of  the  meetings  published  in  this  and 
last  week's  issue.     Watch  for  the  articles! 


Under  the  title  of  "How  LR.C.  Is 
Building  Good  Will,"  Mr.  Yungbluth 
characterized  the  International  Rail- 
way's efforts  to  improve  its  relations 
with  the  public  of  Buffalo,  as  merely 
the  application  of  common  sense  to 
the  job  of  winning  public  confidence 
and  good  will.  To  illustrate  the 
methods  used  for  developing  a  spirit 
of  teamwork  among  employees  and  for 
telling  the  railway  company's  story  to 
the  public,  large  photographs  of  typical 
employee  activities  and  reproductions 
of  publicity  material  were  displayed  in 
the  meeting  room. 

Lack  of  progress  in  car  cleaning 
methods  was  emphasized  in  the  paper 
by  Mr.  Savage.  He  drew  a  striking 
comparison  between  the  progress  made 
in  many  phases  of  railway  operation 
and  maintenance,  and  the  comparative 
inefficiency  of  available  car  cleaning 
methods.  The  attention  paid  to  keep- 
ing cars  clean,  he  held  to  be  out  of 
proportion  to  the  importance  of  clean 
and  sanitary  equipment  in  affecting 
riding  and  public  attitude  toward  a 
transportation  company's  service. 

Niles  Persons  carried  the  discussion 
of  equipment  maintenance  further  in  a 
paper  outlining,  the  need  for  adequate 
electric  railway  shop  and  machine 
facilities.  He  described  briefly  the  new 
shops  and  equipment  recently  completed 
by  the  Brooklyn-Manhattan  Transit 
Corporation  in  Brooklyn,  both  for  the 
maintenance  of  surface  and  rapiil 
transit  equipment.  The  manufacturers 
view  of  the  electric  railway  main- 
tenance problem  was  presented  by  E.  C 
Brandt.  He  argued  for  the  use  of 
high-grade  replacement  parts,  supplieii 
preferably  by  the  original  manufacturer 
of  the  equipment,  and  explained  the 
organization  and  viewpoint  of  the 
Westinghouse  renewal  parts  division. 
Mr.  Brandt  attributed  the  practice  of 
home  manufacture  of  parts  by  many 
railway  properties  to  the  failure  by  the 
manufacturer  in  the  past  adequately  to 
understand  the  operators'  replacement 
parts  problem. 

J.  M.  Fitzgerald,  a  member  of  the 
Eastern  Conference  of  Railroad  Exec- 
utives, was  the  principal  speaker  at  the 
dinner  on  Thursday  evening.  He  out- 
lined the  development  of  transporta- 
tion in  the  United  States,  citing  the 
motor  vehicle  and  the  airplane  as  the 
most  recent  addition  to  the  companies 
permanent  transportation  facilities.  li' 
deprecated  the  expenditure  of  publii 
money  in  visionary  and  economically 
un.sound  waterway  transport  schemes 
and  pleaded  for  a  spirit  of  fair  play 
in  dealing  with  transportation,  stronjj 
enough  to  resist  personal  or  comnumity 
advantage  at  the  expense  of  the  gen- 
eral good. 

Upon  reconmiendation  of  the  nom- 
inating committee,  presented  by  its 
chairman,  H.  B.  Weatherwax,  the  fol- 
lowing officers  and  directors  were 
unanimously  elected  for  the  ensuin. 
year : 

President,  W.  E.  Thompson,  vic| 
president  Third  .Avenue  Railway,  Nei 
York ; 


June  16, 1928 


ELECTRIC  RAILWAY  JOURNAL 


1001 


First  vice-president,  Ernest  A. 
Murphy,  general  manager  United 
Traction  Company,  Albany; 

Second  vice-president,  Roy  R.  Hadsell, 
general  superintendent  of  transporta- 
tion of  the  New  York  State  Railways, 
Rochester ; 

Third  vice-president,  A.  L.  Hodges, 
assistant  general  manager  Brooklyn 
City  Railroad ; 

Secretary-treasurer,   W.  F.   Stanton, 


assistant  to  president  New  York  State 
Railways,  Rochester; 

Executive  committee ;  W.  S.  Menden, 
J.  F.  Hamilton,  S.  W.  Huff,  H.  B. 
Weatherwax. 

Friday  was  devoted  to  an  inspection 
of  the  new  Brooklyn  -  Manhattan 
Transit  shops  at  Coney  Island,  which 
are  considered  the  largest  and  best 
equipped  electric  railway  maintenance 
shops  in  the  world. 


American  Association  ]^fews 


-pn^- 


Engineering  Program 

CHAIRMEN  of  the  various  standard 
committees  of  the  Engineering  As- 
sociation outlined  their  programs  for 
submission  to  the  executive  committee 
at  a  meeting  held  at  the  Association 
headquarters.  New  York  City,  June  12. 
Those  present  were  :  Howard  H.  George, 
chairman;  John  V.  Bayliss,  W.  E. 
Bryan,   and  A.   T.   Clark. 

There  will  be  three  sessions,  on  the 
afternoons  of  Monday,  Wednesday  and 
Thursday.  Tlie  sessions  for  Monday 
and  Wednesday  will  be  divided  into  the 
various  divisions  of  power,  rolling  stock, 
track,  and  purchases  and  stores.  A 
joint  session  will  he  held  on  Thursday. 
In  the  rolling  stock  division  reports  of 
special  committees  will  be  presented  on 
Monday.  On  Wednesday  it  is  proposed 
to  have  two  papers  presented.  The 
subjects  suggested  were  lubrication  and 
trends  in  new  rolling  stock. 

In  the  way  and  structures  division 
reports  of  special  committees  will  be 
presented  on  Monday  and  Wednesday. 
There  will  also  be  a  number  of  short 
addresses  on  both  of  these  days  made 
on  subjects  which  are  of  outstanding 
interest  to  track  and  way  men. 

In  the  purchases  and  stores  division 
the  Monday  meeting  will  be  devoted  to 
presentation  of  papers  dealing  with  the 
high  spots  which  have  been  studied  by 
various  committees  of  the  division  dur- 
ing the  past  year.  On  Tuesday  it  is 
proposed  to  have  a  luncheon  confer- 
ence, and  Wednesday  will  be  taken  up 
by  a  joint  session  with  the  accountants. 
At  this  session  papers  will  be  presented 
which  are  of  joint  interest  to  both 
divisions. 

The  general  and  business  session  of 
the  engineering  association  will  be  held 
Thursday.  In  addition  to  the  various 
routine  reports,  election  of  officers,  etc., 
at  that  meeting,  there  will  be  a  paper 
of  general  interest  presented.  The  sub- 
ject suggested  is  economics  of  labor- 
saving  machinery. 

♦ 

Motor  Brushes 

DISCUSSION  of  methods  for  re- 
ducing side  wear  of  motor  brushes 
formed  the  principal  topic  at  a  meeting 
of  rolling  stock  special  committee  No.  8, 
motor  brushes,  held  at  association  head- 
quarters, New  York  City,  on  June  6. 
Those  present  were  R.  A.  Hutchins, 
chairman;    H.    E.    Childs.    J.    Markel, 


F.   W.   McCloskey  and   R.   D.  Voshall. 

Tests  and  investigations  made  bv  the 
committee  showed  that  side  wear  is  due 
largely  to  dust  and  dirt  that  gets  into 
brush-holders.  Side  wear  of  brushes  is 
much  greater  with  the  ventilated  type 
motor,  and  manufacturers  have  been 
altering  designs  so  that  ample  ventila- 
tion is  obtained  without  drawing  in  air 
with  dust  so  that  dirt  is  deposited  on 
brush-holders. 

The  committee  has  investigated  nu- 
merous means  that  are  being  tried  to 
reduce  side  wear  and  the  report  will 
include  results  accomplished.  Limits  of 
wear  for  brush-holders  and  brushes 
were  agreed  upon. 


Current  Collecting  Devices 

ROLLING  stock  committee  No.  11, 
.  current  collecting  devices,  held  a 
meeting  at  association  headquarters, 
New  York  City,  on  May  21.  Those 
present  were  Hugh  Savage,  chairman, 
H.  S.  Murphy,  W.  Schaake,  and  R.  E. 
Wade.  The  committee  went  over  a 
tentative  report  of  the  work  done  dur- 
ing the  past  year,  and  made  suggestions 
for  additions  and  corrections. 

This  year's  study  has  been  devoted 
to  three  classes  of  current  collecting  de- 
vices: (1)  Wheel  collector  with  pole: 
(2)  sliding  shoe  collector  with  pole  and 
base;  and  (3)  pantograph  collector  with 
sliding  contact.  Information  was  col- 
lected by  means  of  questionnaires.  These 
have  been  analyzed  and  the  various 
types  in  use  have  been  tabulated  with  a 
view  toward  standardization.  An  effec- 
tive means  of  visualizing  the  answers 
to  the  questionnaire  is  used  by  the  com- 
mittee in  the  form  of  spot  diagrams. 
This  shows  the  results  in  such  a  man- 
ner that  the  reader  can  see  at  a  glance 
just  what  the  answers  were.  Tabula- 
tions on  trolley  wheels  gave  informa- 
tion on  the  shape  of  groove,  depth  of 
groove,  width  of  wheel,  diameter  of 
axle  pin,  length  of  bearing  and  thick- 
ness of  bushing.  Proposed  standard 
trolley  wheels  were  discussed  and  will 
be  incorporated  in  the  report. 

Inforhiation  on  standard  length  for 
trolley  poles  has  been  assembled  and 
analyzed.  Design  of  trolley  base  that 
meets  most  general  conditions  of  rail- 
way service  will  be  presented  by  the 
committee,  together  with  standard 
recommendations  for  certain  details  that 
are  considered  essential. 


New  Bulletins 

SEVERAL  special  reports  are  being 
prepared  by  the  Bureau  of  Informa- 
tion and  Service  of  the  American  Elec- 
tric Railway  Association  and  will  be 
available  upon  request.    These  are : 

Bulletin  No.  202 — Operating  Costs 
of  Electric  Railway  Motor  Bus  Lines 
1927. — Based  on  the  reports  of  all  com- 
panies that  have  reported  their  opera- 
tions. There  is  also  shown  a  com- 
parison of  operating  costs  in  1927  and 
1926,  based  on  those  companies  that 
were  able  to  report  data  for  two  full 
years.  The  operations  have  been  clas- 
sified as  city,  interurban,  or  combina- 
tion city  and  interurban  service,  and 
a  separate  statement  and  analysis  of 
cost  prepared  for  each  class.  Details  of 
average  operating  expenses  are  given 
for  each  group. 

Bulletin  No.  203  —  Comparison  of 
Electric  Raihvay  Operating  Conditions, 
Operating  Expenses  and  Results  of 
Operation  on  Various  Unit  Bases  1927 
— Part  I,  City  Lines. — This  is  a  tabula- 
tion of  comparative  unit  figures  and 
ratios  derived  from  the  operating  re- 
ports of  electric  railways  for  1927. 
The  cities  are  grouped  according  to 
their  population  and  there  is  shown  for 
each  city  riding  habit,  average  speed, 
number  of  revenue  passengers,  car- 
miles  per  mile  of  track  and  per  car 
operated,  revenue  per  mile  of  track, 
operating  ratio,  number  of  passengers 
per  car-mile,  proportion  of  passengers 
using  transfers,  cost  of  maintenance  of 
plant  and  equipment  per  car-mile,  per 
unit  of  property  maintained  and  in 
percentage  of  total  operating  expenses. 
The  operating  expenses  as  distinct 
from  maintenance  expenses  are  also 
given  on  comparative  unit  bases  and 
in  percentage  of  total  expenses. 

Bulletin  No.  204 — Relief  from  Pav- 
ing Btirdens. — An  up-to-date  review  of 
developments  in  the  movement  to  ob- 
tain relief  from  state  and  municipal 
requirements  to  pave,  repave  or  main- 
tain the  pavement  along  the  electric 
railways'  tracks,  with  accounts  of  all 
cases  in  which  relief  has  been  obtained. 
It  contains  all  of  the  cases  included  in 
Bulletin  No,  125,  issued  Feb.  1,  1927, 
and,  in  addition,  it  covers  all  cases  in 
which  relief  from  paving  has  been 
obtained  since  that  date. 

Bulletin  No.  205  —  Excursion  and 
Chartered  Bus  Rates. — A  tabulation  of 
the  rates  charged  by  electric  railways 
for  special  bus  excursion  trips  and  also 
the  rates  fixed  for  chartered  buses, 
based  on  answers  of  166  electric  rail- 
ways to  a  questionnaire  on  this  subject. 
The  following  supplements  also  have 
been  prepared,  bringing  the  informa- 
tion they  cover  down  to  date. 

Supplement  No.  8  to  Bulletins  Nos. 
163  and  164:  "Electric  Railways 
Fares." 

Supplement  No.  3  to  Bulletin  No.  188 : 
"Wages  of  Trainmen." 

Supplement  No.  3  to  Bulletin  No. 
189:  "Wages  of  Bus  Men." 

Cost  of  Living  Studies  (Bulletin 
No.  206). 


1002 


ELECTRIC   RAILWAY  JOURNAL 


l'ol.7l,No.24 


>{ews  qffhe  Industry 


=ffg^= 


Nine  Cents  in  East  Cleveland 

Arbitrators  authorize  Cleveland  Railway  to 

install   sliding   scale   in   suburb.      Await 

probable  change  in  Cleveland  Heights 

THE  Cleveland  Railway  recently  won 
its  plea  for  a  higher  car  fare  in 
East  Cleveland,  Ohio.  An  award  was 
made  by  Arbitrators  E.  W.  Doty  and 
Charles  Higley  fixing  the  rate  for  a 
through  ride  between  Cleveland  and 
East  Cleveland  at  9  cents,  with  six 
tickets  for  50  cents.  Charles  M.  Buss, 
the  third  arbitrator,  refused  to  sign  the 
award,  charging  the  increase  was  not 
justified  by  the  evidence.  The  award 
established  a  sliding  scale  of  fares  for 
East  Cleveland,  rising  or  falling  with 
the  Cleveland  rate,  with  a  variable  dif- 
ferential. The  dififerential  will  be  in 
effect  only  for  a  ride  between  Cleveland 
and  East  Cleveland.  For  a  local  ride 
between  any  two  points  in  East  Cleve- 
land the  fare  is  to  be  the  same  as  that 
charged  in  the  city  of  Cleveland. 

A  complete  schedule  of  fares  was 
established  for  a  through  ride  from 
Cleveland  to  East  Cleveland,  with  a  dif- 
ferent rate  for  each  possible  Cleveland 
rate.  If  the  maximum  rate  of  10  cents, 
six  tickets  for  50  cents,  should  go  into 
effect  in  Cleveland,  the  East  Cleveland 
rate  would  be  13  cents,  four  tickets  for 
50  cents.  If  the  minimum  rate  of  2 
cents  should  go  into  effect  in  Cleveland, 
the  rate  for  East  Cleveland  would  be 
3  cents,  eighteen  tickets  for  50  cents. 
Between  these  two  extremes,  seventeen 
intermediate  steps  are  set  up. 

The  new  rate  goes  into  effect  on 
June  19  for  a  period  of  five  years.  In 
the  last  five  years.  East  Cleveland  has 
been  paying  the  same  rate  of  fare  as 
Cleveland.  Although  the  basic  rate  in 
the  East  Cleveland  franchise  is  5  cents, 
this  is  modified  by  provisions  that  the 
fare  shall  never  be  less  than  the  Cleve- 
land rate  and  that  the  rate  may  be  the 
subject  of  arbitration  every   fiv'e  years. 

The  award  is  a  milestone  in  the  his- 
tory of  Cleveland  railway  affairs.  It  is 
the  first  time  in  the  eighteen  years' 
history  of  the  Tayler  grant  that  the 
service-at-cost  provisions  will  have  been 
extended  to  a  suburb.  There  is  consid- 
erable expectation  that  the  same  differ- 
ential will  be  acceptable  to  Cleveland 
Heights,  which  has  been  negotiating  for 
three  years  for  a  new  franchise  and 
extensions,  and  that  eventually  Lake- 
wood,  the  third  large  .suburb  of  Cleve- 
land, may  be  prevailed  upon  to  accept 
the  differential. 

Since  about  half  the  traffic  on  lines 
entering  suburbs  originates  in  the  sub- 
urbs, the  losses  in  suburban  operations 
have  been  one  of  the  large  factors  in 
increasing  the  Cleveland  rate  of  fare. 
Another  factor  responsible  for  a  7-cent 
fare  in  Cleveland  is  the  obsolete  and 
costly  routing  of  some  of  the  Cleveland 


Railway  lines  under  the  direction  of 
the  Cleveland  City  Council.  Receipts 
of  the  Euclid  Avenue  line  will  be  in- 
creased by  $150,000  to  $175,000  a  year 
as  a  result  of  the  East  Cleveland  award. 
This  will  postpone  for  a  long  time  the 
prospect  of  any  further  increase  in  the 
Cleveland  rate  of  fare  even  if  there  is  no 
appreciable  increase  in  the  number  of 
passengers  carried. 

In  an  obiter  dictum  attached  to  the 
end  of  their  opinion,  the  arbitrators 
took  occasion  to  urge  the  Cleveland 
Council  to  adopt  a  zone  system  of  fares. 
The   East   Cleveland   situation   is   com- 


plicated by  the  fact  that  the  city  of 
Cleveland  extends  east  of  the  suburb. 
Both  East  Cleveland  lines  run  from 
Cleveland,  through  East  Cleveland  and 
terminate  in  Cleveland.  The  Cleveland 
riders  living  beyond  East  Cleveland 
will  get  a  longer  ride  than  the  East 
Clevelanders,  and  they  will  still  pay  the 
Cleveland  rate  of  fare. 

The  problem  is  complicated  for  the 
Cleveland  Railway  by  the  need  for  de- 
vising some  system  that  will  offer  the 
least  inconvenience  in  distinguishing  be- 
tween Cleveland  and  East  Cleveland 
riders. 


Terminal  Lease  Approval 

I.C.C.  authorizes  Illinois  Terminal  Company  to  lease  lines  of  St. 

Louis,  Troy  8c  Eastern,  St.  Louis  &  Illinois  Belt,  St.  Louis 

Electric  Terminal  and  main  division  of  Illinois  Traction 


FOLLOWING  the  decision  of  the 
Interstate  Commerce  Commission 
authorizing  the  Illinois  Terminal  Com- 
pany to  acquire  control  of  four  other 
steam  and  electric  lines  serving 
.St.  Louis  and  many  points  in  Illinois — 
the  St.  Louis,  Troy  &  Eastern,  the 
St.  Louis  &  Illinois  Belt  Railway,  the 
St.  Louis  Electric  Terminal  Railway 
and  the  lines  comprising  the  main 
division  of  the  Illinois  Traction,  Inc. — 
the  Illinois  Power  &  Light  Corporation 


200  Industries  on  New 
Belt  Line 

THE  joining  of  facilities  of  these 
several  companies  gives  this 
unified  transportation  system  the 
benefit  of  a  vast  amount  of  freight 
tonnage  in  the  Alton  industrial  dis- 
trict, the  industrial  district  to  the 
east  of  the  Mississippi  River  at  St. 
Louis  and  the  coal  territories ;  as 
well  as  an  outlet  via  the  Illinois 
Traction  System  to  the  north  and 
through  interchange  with  other 
railways  to  any  point  in  the  United 
States  and  Canada. 

In  effect,  these  lines  form  an 
outer  belt  around  a  section  which 
promises  to  be  one  of  the  country's 
greatest  industrial  regions.  With 
Alton  on  the  north  and  Belleville 
on  the  south  they  link  it  directly  to 
St.  Louis  by  way  of  the  McKinley 
Bridge,  and  reach  out  by  steam  and 
electrified  lines  to  central  and 
northern  Illinois,  and  connecting 
lines  to  other  points.  The  system 
serves  exclusively  more  than  200 
industries  and  reaches  3,000  others 
through  reciprocal  switching  ar- 
rangements. 


purchased  all  the  stock  of  the  Illinois 
Terminal  Company  for  $7,500,000. 

Clement  E.  Studebaker,  president  of 
the  Illinois  Power  &  Light  Corporation, 
was  made  chairman  of  the  board  of  the 
new  company,  and  George  M.  Levis, 
president  of  the  Illinois  Terminal 
Company,  and  William  E.  Levis,  also  a 
stockholder  of  the  Illinois  Terminal 
Company,  were  made  members  of  the 
board  of  the  new  company.  Officers  of 
the  new  company  are :  L.  E.  Fischer, 
president ;  H.  H.  Ferguson,  vice-presi- 
dent in  charge  of  the  steam  division; 
D.  W.  Snyder,  vice-president  in  charge 
of  the  electric  division ;  Henry  I. 
Green,  general  solicitor ;  George  T. 
Buckingham,  general  counsel ;  P.  L. 
.Smith,  treasurer,  and  D.  H.  Holmes, 
secretary.  These  officers  are  also  mem- 
bers of  the  board  of  directors. 

In  concluding  its  decision  authorizing 
the  Illitiois  Terminal  Company  to  ac- 
quire control  by  lease  of  the  four  rail- 
ways mentioned  the  Interstate  Com- 
merce Commission  summarized  the  ad- 
vantages from  the  standpoint  of  public 
interest  taking  cognizance  of  the  testi- 
mony of  an  executive  of  the  Illinois 
Power  &  Light  Corporation.  That  official 
said  that  it  was  a  matter  of  great  im- 
portance to  the  people  of  central  Illinois 
that  tlie  service  of  the  Traction  Com- 
pany be  preserved  and  that  this  would 
not  be  possible  without  the  kind  of 
relief  proposed ;  that  the  contemplated 
economies  would  be  of  benefit  to  the 
shippers  because  the  savings  would  ulti- 
mately be  reflected  in  tarifY  reductions ; 
and  that  the  unified  and  improved  sys- 
tem would  promote  development  of  the  ■ 
territory  served.  Finally,  it  was  urged, 
the  applicant's  proposals  would  conform 
to  public  policy  in  effecting  a  union  of 
weak  and  strong  lines.  Witness  in- 
sisted that  the  proposals  were  not  in- 


June  16,1928 


ELECTRIC  RAILWAY  JOURNAL 


1003 


tended  to  work  injury  to  any  other  car- 
riers. It  was  hoped,  through  expedited 
service,  to  obtain  a  normal  amount  of 
business,  but  it  was  not  intended  to  de- 
velop a  switching  road. 

The  commission  held  that  the  pro- 
posed acquisitions  of  control  would  be 
approved  upon  condition  that,  so  far  as 
lay  within  its  power,  and  unless  and 
until  otherwise  ordered,  the  applicant 
should  preserve  existing  routes  and 
channels  of  trade  and  commerce  estab- 
lished by  other  carriers  in  connection 
with  the  applicant  or  by  the  applicant 
in  connection  with  other  carriers,  main- 
tain existing  gateways  for  the  inter- 
change of  traffic  with  such  carriers,  and 
continue  the  present  neutrality  of  han- 
dling traffic  by  the  applicant,  so  as  to 
permit  equal  opportunity  for  service  and 
routing  or  movement  of  traffic  which 
may  be  competitive  with  traffic  of  the 
unified  system  to  and  from  all  lines  con- 
necting with  the  applicant's  line,  so  long 
as  the  carriers  operating  those  lines  de- 
sire the  maintenance  of  such  existing 
routes,  without  discrimination  in  serv- 
ice against  such  competitive  traffic. 

Upon  the  facts  presented,  the  com- 
mission was  of  the  opinion  that  the  pro- 
posed leases  would  be  in  the  public  in- 
terest ;  and  that  the  considerations  and 
terms  and  conditions  of  the  proposed 
leases  were  just  and  reasonable. 

In  connection  with  the  approval  of 
the  purchase  of  all  the  stock  of  the  Ill- 
inois Terminal  by  the  Illinois  Power  & 
Light  Company  certain  provisions  fol- 
low in  part : 

Except  as  to  parties  and  rentals  payable 
to  the  lessors,  the  terms  of  the  proposed 
leases  are  to  be  substantially  identical. 

They  are  to  be  dated  as  of  Jan.  2,  1928, 
and  are  to  be  for  99  years,  beginning  Jan. 
1,  1928,  but  may  be  sooner  terminated  at 
the  option  of  either  party  upon  six  months 
•  prior  notice  in  writing  or  by  default.  The 
annual  rentals  payable  to  the  respective 
lessor  companies  are  as  follows  : 

The  Traction  Company,  $650,000;  the 
Electric  Terminal,  $190,000;  the  Troy  and 
the  Beh,  $160,000;  total,  $1,000,000. 

In  support  of  the  applicant's  proposals 
herein,  it  is  urged  that  operation  of  the 
properties  of  the  applicant  and  of  the  les- 
sors under  common  control  and  manage- 
ment will  result  in  large  economies  in  the 
costs  of  operation,  better  service  through 
more  prompt  and  expeditious  movement  of 
traffic,  preservation  of  the  service  per- 
formed by  the  traction  company,  and  op- 
portunities for  the  development  of  coal 
fields  and  for  the  location  and  expansion 
of  industries  along  the  routes  traversed  by 
the  lines  of  the  proposed  unified  system. 

Each  of  the  operating  carriers  serves 
territory  not  served  by  any  of  the  others, 
so  that  none  of  the  proposed  lessors  com- 
pete with  the  applicant  or  with  each  other. 
The  proposed  rentals  are  just  and  reason- 
able, it  is  contended,  because  they  bear  an 
appropriate  relation  to  investment,  are  suffi- 
cient to  provide  for  fixed  charges  of  the 
lessors,  and  are  within  the  unified  system's 
earning  power  as  demonstrated  by  past 
experience. 

The  Terminal  Company  owned  and 
operated  15  miles  of  railroads  in  Madi- 
son County,  111.,  and  several  miles  in 
St.  Clair  County.  The  Troy,  also  an 
Illinois  Corporation,  owned  and  oper- 
ated lines  in  southern  Illinois.  About 
five  miles  owned  by  the  Belt  was  under 


lease  by  the  Troy.  The  Electric 
Terminal,  a  Missouri  corporation, 
owned  and  operated  an  electric  railway 
from  Granite  City,  111.,  to,  St.  Louis. 
The  Illinois  Traction,  Inc.,  was  formed 
in  1923  under  the  laws  of  Illinois  by 
the  consolidation  of  five  constituent 
electric  railways. 

Originally  conceived  primarily  for 
the  transportation  of  passengers,  the 
traffic  of  the  lines  comprising  the  Illi- 
nois Traction  Company's  system  has 
been  materially  aff^ected  by  extensive 
construction  of  improved  highways  in 
the  territory  served.  Practically  all  the 
lines  are  paralleled  by  one  or  more  hard 
roads  and  the  Traction  Company  is 
facing  motor-vehicle  competition  over 
practically  every  mile  of  its  lines.  The 
ratio  of  the  passenger  revenues  to  total 
earnings  has  declined  steadily  from  83 


per  cent  in  1910  to  43  per  cent  in  1927. 
This  change  in  the  business  of  the  sys- 
tem has  been  accompanied  by  substantial 
losses.  Thus,  although  dividends  aggre- 
gating $455,006  were  paid  in  the  period 
1904-1907  and  in  1917,  losses  sustained 
by  the  various  proprietary  interests 
from  1908  to  1916  and  from  1918  to 
1926  aggregate  $7,092,934,  after  credit- 
ing dividends  received.  In  view  of  these 
and  other  considerations  the  commis- 
sion agreed  with  the  summary  of  the 
advantages  of  the  proposed  leases,  from 
the  standpoint  of  public  interest  as  out- 
lined by  an  executive  of  the  Power 
company  that  it  was  a  matter  of  great 
importance  to  the  people  of  central 
Illinois  that  the  service  of  the  Traction 
company  be  preserved  and  that  this 
would  not  be  possible  without  the  kind 
of  relief  proposed. 


Commuter  Fares  Raised  on  Key  System 

Local  fares  kept  at  7  cents.     Compajjy  not  getting  a  fair  return. 

Censure  for  railway  in  not  trying  out  commission's 

5-cent  zone  plan 


FINDING  that  the  Key  System  Tran- 
sit Company  is  now  in  serious  finan- 
cial difficulty,  due  to  inadequate  return 
from  its  transbay  and  local  traction 
operations,  the  California  Railroad  Com- 
mission on  May  29  authorized  monthly 
commutation  fares  of  $6.50  between  San 
Francisco  and  East  Bay  points,  with  the 
exception  of  Richmond,  Point  Rich- 
mond, Pullmian  and  San  Pablo,  for 
which  a  monthly  rate  of  $7  was  set. 

The  commission  also  took  similar  ac- 
tion with  respect  to  the  application  of 
the  Southern  Pacific  Company  for  an 
increase  of  transbay  and  local  railway 
fares. 

The  monthly  commutation  fare  be- 
tween San  Francisco  and  points  on 
the  Southern  Pacific  interurban  lines  is 
fixed  at  $6.50,  with  the  exception  of 
Sequoia  Avenue,  where  the  rate  is  made 
$6.65,  and  Button  Avenue  and  Stone- 
hurst,  where  the  rate  is  made  $7. 

The  commission  as  indicated  in  the 
Electric  R.mlway  Journal  for  June  2, 
page  917,  held  open  the  proceedings  with 
respect  to  local  fares  on  the  Key  .System 
Transit  Company's  lines  until  such 
further  time  as  the  company  by  resolu- 
tion of  its  directors  may  petition  the 
commission   for   authority   to    file   fares 


Company  Accepts  Key 
System  Decision 

PRESIDENT  A.  J.  Lundberg  of 
the  Key  System  Transit  Com- 
pany has  issued  a  statement  in 
which  he  says  the  company  will  ac- 
cept the  commission's  decision.  He 
is  quoted  as  follows : 

While  the  company  did  not  receive 
the  fare  structure  for  which  it  ap- 
plied, it  will  accept  the  present  order 
of  the  Railroad  Commission  and  will 
exert  itself  to  the  utmost  to  achieve 
every  possible  economy  along  the  lines 
pointed  out  by  the  commission. 


which  it  believes  will  most  nearly  meet 
the  exigencies  of  the  local  situation. 

Commissioner  Seavey,  in  his  opinion, 
points  out  that  urban  transportation  is 
in  a  serious  period  of  transition.  Com- 
petition of  the  private  automobile  and 
buses  is  making  serious  inroads  into, 
or  is  transplanting,  the  old  method  of 
transportation.  In  many  instances  the 
change  has  entirely  taken  place,  either 
by  a  total  abandonment,  or  by  trans- 
planting street  railway  service  with 
automobile  service. 

Commissioner  Seavey  observes  that 
the  record  seems  to  indicate  that  the 
wolf  has  been  kept  from  the  door  of 
the  street  railway  longer  in  those  cities 
\vhere  there  has  been  a  direct  assump- 
tion of  nmnicipal  responsibility  for 
operation,  or  full  and  open  public  co- 
operative iarrangements  between  local 
authorities,  and  the  utility,  and  conces- 
sions made  on  both  sides,  and  experi- 
mental rates  tried  with  joint  approval. 
He  felt  he  could  not  recommend  any 
of  the  forms  of  experimental  fares 
discussed  in  the  hearings.     He  says: 

Any  such  action  would  be  in  the  nature 
of  questionable  experimenting  with  a  situ- 
ation extremely  hazardous  both  to  the  ap- 
plicant and  to  the  public.  The  company 
itself  should,  if  possible  with  the  aid  of 
local  authorities,  prepare  the  way  for  some 
form  of  fare  experimentation,  and  other 
means  of  lessening  the  stress  on  this  sys- 
tem, that  appears  to  have  more  reasonable 
chance  of  success. 

The  order  results  in  the  one-way  trans- 
bay fare  of  21  cents  remaining  as  at 
present  on  both  the  Key  and  the  South- 
ern Pacific  systems,  the  commission 
holding  in  effect  that  the  present  one- 
way fare  is  as  high  as  it  could  reason- 
ably be  made  in  comparison  with  local 
and  commutation  fares  after  the  adjust- 
ment of  the  latter.  The  present  7-cent 
local  car  fare  is  also  unchanged.  The 
companies  asked  for  fares  of  25  cents 
and  10  cents,  respectively. 


1004 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.24 


Commissioner  William  J.  Carr  filed 
an  opinion  concurring  in  part  and  dis- 
senting in  part  from  the  majority  opin- 
ion of  the  commission.  He  declared 
himself  in  general  agreement  with  his 
associates  that  some  substantial  relief 
must  be  given  the  Key  System,  but  that 
he  is  not  in  entire  accord  with  the  other 
commissioners  as  to  the  nature  of  the 
relief,  or  the  kind  of  order  which  should 
be  made.  The  rate  of  return  on  the 
cost  of  its  properties  is  less  than  3  per 
cent,  he  points  out.  Commissioner  Carr 
says: 

Questions  usually  important  in  rate  pro- 
ceedings are  here  unimportant,  for  here  the 
question  insistently  forces  itself  to  the  front 
— "can  any  system  of  fares  having  some 
semblance  of  fairness  between  classes  of 
riders  be  devised,  which  will  make  it  pos- 
sible for  this  company  to  exist  and  to 
continue  to  serve  the  great  populations 
tributary  to  its  lines?" 

He  calls  attention  to  the  fact  that 
previous  attempts  of  the  commission  to 
relieve  the  company's  situation  through 
increases  in  fares  failed  to  produce  the 
expected  results.  Instead  of  producing 
an  annual  increase  of  revenue  of  $846,- 
000  the  increased  fares  produced  an  in- 
crease in  1926  of  only  $280,000,  and 
only  $135,000  increase  in  1927. 

Competition,  both  of  the  privately- 
owned  automobile,  and  potential  bus 
competition  with  the  traction  service,  in 
the  event  that  the  fares  are  again  in- 
creased, will  most  likely  be  the  deter- 
mining factor  in  fixing  the  rates  that  can 
be  charged  by  the  railway,  he  declares. 

Commissioner  Carr  holds  that  any 
such  increase  of  fares  is  futile  if  the 
public  will  not  ride.  Competitive  and 
economic  conditions  have  become  far 
more  potent  than  the  order  of  any 
regulatory  body  such  as  the  Railroad 
Commission,  he  states.  To  a  very  large 
extent  the  riding  public  fixes  and  deter- 
mines the  rate  of  fare. 

Commissioner  Carr  agrees  with  his 
associates  that  increased  transbay  fares 
should  be  authorized,  but  there  is  a  limit 
upon  the  fares  which  may  reasonably 
be  imposed  upon  this  class.  They  should 
not  have  to  carry  the  entire  burden  of 
the  unprofitable  traction  system. 

Casual  Rider  Should  Pay  Increase 

Commissioner  Carr  favored  leaving 
the  commutation  fares  substantially  un- 
changed and  to  seek  increased  revenue 
from  the  casual  or  occasional  riders. 

He  agrees  that  the  present  fare  struc- 
ture is  unreasonable  in  the  sense  that 
the  fare  does  not  yield  any  substantial 
return  on  the  property.  He  does  not 
believe  that  the  commission  would  be 
warranted  in  ordering  any  other  ex- 
perimental plan  of  local  fare  than  that 
proposed  by  the  company,  namely,  a  10- 
cent  fare  with  a  $1  weekly  pass.  How- 
ever, Commissioner  Carr  is  in  entire 
accord  with  his  associates  that  com- 
petitive and  economic  conditions  will 
largely  determine  the  level  and  kind  of 
fares.  He  feels  that  any  experimental 
fare  structure  to  which  the  company  is 
opposed  would  never  receive  a  fair 
trial  and  would  be  sure  to  fail.  He 
believes   the   company  should  be  given 


some  reasonable  latitude  in  establishing 
new  fares  which  it  believes  will,  under 
existing  competitive  conditions,  yield 
something  in  the  way  of  a  return.  He 
believes  the  company  should  be  given  an 
opportunity  to  try  out  its  plan. 

Commissioner  Ezra  W'.  Decoto  also 
filed  separate  opinion  concurring  with 
the  majority  opinion,  with  one  excep- 
tion. He  declares  that  from  his  study 
of  the  record  in  this  case  it  is  clear  that 
there  is  no  street  car  fare  proposed, 
or  that  can  be  devised  at  this  time,  that 
will  yield  a  grerater  gross  revenue  than 
the  fare  now  in  force. 

Better  Position  With  6-Cent  Rate 

In  his  opinion  Key  System  Transit 
Company  would  be  in  a  better  position 
now  from  the  point  of  gross  earnings 
if  it  had  left  in  force  the  6-cent  fare. 
He  points  out  that  following  the  in- 
crease of  1  cent  in  the  local  fare  there 
were  4,000,000  fewer  rides  in  the  first 
seven  months  it  was  in  effect.    He  says : 

These  4,000,000  rides  did  not  vanish  in 
the  thin  air.  They  represent  people  who 
took  the  automobile  or  to  walking.  This 
company  cannot  compete  with  the  privately- 
owned  automobile  or  with  buses,  or  with 
the  tendency  of  the  people  to  leave  the 
street  cars,  by  raising  the  cost  of  street  car 
travel. 

Commissioner  Decoto  calls  attention 
to  the  springing  up  of  local  business  dis- 
tricts at  short  intervals  throughout  the 
transbay  territory,  ranging  from  a  few 
stores  to  several  blocks  of  stores,  and 
including  a  moving  picture  house,  seat- 
ing upwards  of  1,000  people.  There  are 
very  few  sections  served  by  the  com- 
pany that  are  not  within  easy  walking 
distance  of  these  business  centers.  This 
has  created  a  tendency  to  buy  in  the 
immediate  vicinity  of  one's  residence, 
thus  lessening  street  car  riding.  A 
raise  of  fares  would  certainly  tend  to 
accentuate  this  tendency,  he  declares. 

Commissioner  Decoto  calls  attention 
to  the  fact  that  the  commission  has  re- 
peatedly emphasized  that  the  solution  of 
the  Key  System's  difficulties  lies  in  rigid 
economies,  reduction  in  operating  ex- 
penses, and  the  abandonment  of  duplica- 
tion of  services  by  it  and  the  Southern 
Pacific  Company.  In  his  judgment  com- 
plete operation  of  a  one-man  car  system 
on  the  traction  lines  would  save  $350,- 
000  a  year. 

Commissioner  Decoto  believes  also 
that  regulation  of  street  car  fares  seems 
to  have  passed  from  the  realm  of  regu- 
lation by  the  commission  into  that  of. 
regulation  by  competition,  and  that  the 
competition  now  furnished  by  privately 
owned  automobiles  will  be  augmented 
by  competition  by  buses  as  soon  as 
street  car  fares  approach  10  cents.  For 
this  reason,  he  believes,  that  for  the 
next  several  years,  or  until  the  com- 
munity served  by  the  company  becomes 
most  densely  populated,  the  company 
cannot  hope  to  obtain  the  rate  of  return 
usually  allowed  to  public  utilities, 
through  any  combination  of  street  car 
fares  that  can  be  devised. 

Commissioner  Decoto  does  not  con- 
cur in  leaving  the  street  car  fares  open 
for  further  consideration.     He  believes 


that  little  additional  can  be  learned  by 
further  study  of  the  problems,  and  for 
this  reason  local  fares  should  be  fixed 
definitely  at  7  cents  and  the  case  closed. 
The  Key  System  Transit  Company 
has  accepted  the  decision  of  the  Cali- 
fornia Railroad  Commission  raising 
transbay  commuter  fares  to  $6.50  from 
$5.20  monthly  but  leaving  all  other  rates 
unchanged.  The  rate  decision  adds  only 
about  $175,000  annually  to  Key's  income 
on  the  present  traffic  basis,  whereas  the 
company  holds  its  needs  at  least  $1,000,- 
000  additional  annually.  The  company 
will  attempt  to  meet  the  situation  by 
severe  economies. 


Higher  Rates  on  Cincinnati 
Interurban 

Unless  prevented  by  the  Ohio  Public 
Utilities  Commission,  increased  fares 
will  be  charged  by  the  Cincinnati,  Ham- 
ilton &  Dayton  Railway  beginning  on 
July  1.  Officials  announced  on  June  9 
that  they  had  filed  a  new  tarifif  with  the 
commission.  The  new  rate  will  average 
about  2i  cents  a  mile.  This  the  com- 
pany says  is  lower  than  that  of  any 
other  transportation  system  between 
Cincinnati  and  Dayton,  Ohio.  Actual 
fare  between  the  points,  now  $1.30,  will 
be  $1.40. 

Officials  said  a  year's  operation  fol- 
lowing reorganization  showed  the  fare 
was  too  low.  The  company  just  about 
"broke  even"  during  the  year.  About 
$2,000,000  was  spent  in  improvements. 


Seven  Railroads  Aligned 
Against  Electric 

Seven  railroads  opposing  the  exten- 
sion of  the  Piedmont  &  Northern  Rail- 
way in  the  Carolinas  have  filed  suit  in 
federal  court  at  Greenville,  S.  C.  ask- 
ing to  be  made  "parties  defendant"  with 
the  United  States  government  in  a  suit 
by  which  the  Piedmont  &  Northern 
seeks  to  set  aside  an  adverse  ruling  of 
the  Interstate  Commerce  Commission  on 
the  extension  project.  Judge  H.  H. 
Watkins  set  June  12  as  the  date  for  the 
Piedmont  &  Northern  to  show  cause 
why  the  petition  should  not  be  granted. 


Simplifies  Transfer  in  Denver 

With  the  adoption  of  the  one-man 
car  on  its  major  line,  and  to  expedite 
the  loading  of  passengers  and  inciden- 
tally relieve  the  car  attendant  from  three 
or  four  movements  in  issuing  transfers, 
the  Denver  Tramway,  Denver,  Colo., 
has  issued  a  new  and  improved  form  of 
transfer  slip.  As  opposed  to  the  old 
ones  on  which  the  conductor  punched 
the  time,  place  of  transfer  and  direction 
all  he  punches  on  the  new  form  is  the 
time.  The  passenger  is  privileged  to 
transfer  to  any  car  line,  going  any  direc- 
tion at  any  intersection  of  the  line  from 
which  he  or  she  alights.  The  only  re- 
striction is  that  the  passenger  cannot 
use  a  transfer  in  either  direction  on  the 
line  of  issuance. 


June  16, 1928 


ELECTRIC  RAILWAY  JOURNAL 


1005 


Status  of  Cincinnati's 
Construction  Explained 

When,  if  ever,  the  underground  "tube" 
of  Cincinnati's  Rapid  Transit  system 
will  be  utilized  by  trolley  cars,  the  subway 
extended  downtown  and  other  changes 
made  which  were  suggested  in  the 
Beeler  report,  seems  to  be  still  in  doubt 
with  the  approach  of  the  second  half 
of  the  year.  It  was  stated  on  June  4 
by  Frank  Raschig,  chief  engineer  of  the 
city,  that  the  construction  work  of  the 
entire  Central  Parkway  (the  surface  of 
the  system)  from  Broadway  to  Ludlow 
Avenue,  would  be  completed  before  Dec. 
31.  On  that  date,  the  life  of  the  Rapid 
Transit  Commission  ends  by  mandate 
of  the  city  charter. 

The  charter  provides  that  the  com- 
mission shall  cease  to  exist  "upon  the 
completion  of  the  rapid  transit  system 
and  in  any  event  not  later  than  Jan.  1, 
1929."  It  is  regarded  as  improbable 
that  even  the  submission  to  the  electors 
of  a  negotiated  lease  and  an  additional 
bond  issue  will  be  made  in  years.  The 
charter  further  provides  that  when  the 
commission  ends,  "its  powers  shall  be 
transferred  to  such  officer  or  officers  as 
the  Council  shall  direct."  Some  of  the 
powers,  however,  it  is  claimed,  must 
legally  rest  in  the  City  Council,  since 
they  are  purely  legislative.  Executive 
and  administrative  powers  are  expected 
to  be  transferred  to  the  city  manager. 
•The  Rapid  Transit  Commission,  as 
now  constituted,  has  been  in  existence 
about  fifteen  years.  The  present  mem- 
bership of  five  is  headed  by  E.  W.  Ed- 
wards. At  first  the  commissioners  were 
unsalaried,  but  afterwards  were  paid 
$3,000  a  year  each.  These  salaries 
were  met  out  of  bond  issues,  and  legal 
right  to  do  this  was  questioned,  the 
matter  being  now  in  the  courts.  At  the 
time  the  commission  was  organized,  a 
real  need  was  felt  in  the  city  for  a  rapid 
transit  system,  but  with  the  increasing 
use  of  automobiles  and  the  improvement 
III  other  transportation  factors,  opera- 
tion of  a  rapid  transit  system  such  as 
that  originally  projected  was  felt  to  be 
so  uncertain  of  returns  that  the  Cincin- 
nati Street  Railway  offered  to  operate 
cars  on  it  only  with  suitable  guarantees 
— guarantees  which  the  city  has  not  thus 
tar  felt  justified  in  making. 


ice  at  reasonable  cost.  It  does  not  desire, 
however,  to  see  any  injustice  done  to  those 
upon  whom  the  stress — and  the  success — of 
the  service  so  largely  rests.  The  decision 
to  submit  differences  to  a  competent  Board 
of  Arbitration  is  highly  satisfactory. 


Arbitration  at  Toronto 

The  members  of  the  Toronto  Street 
Railway  employees'  union  have  decided 
to  submit  their  case  to  arbitration.  D. 
W.  Harvey,  general  manager  of  the 
Transportation  Commission,  has  stated 
his  satisfaction  with  the  proposal.  The 
principal  point  at  issue  is  the  question 
of  a  vacation  for  the  men  with  pay 
similar  to  that  granted  by  the  city  to 
other  employees.  The  Post  said : 
I  Toronto  is  generally  well  satisfied  with 
its  railway  system.  It  has  confidence  in  the 
jTransportation  Commission  and  in  General 
(Manager  Harvey,  and  believes  they  are 
wrestling  earnestly  and  effectively  with  the 
problem  of  giving  the  public  the  best  serv- 


Another  Move  Toward 
Unification  in  New  York 

A  plan  of  rapid  transit  unification 
which  is  substantially  the  proposal  orig- 
inally advanced  by  Samuel  Untermyer, 
special  counsel  for  the  New  York 
Transit  Commission,  will  be  submitted 
by  Mr.  Untermyer  to  the  Transit  Com- 
mission, the  Interborough,  Brooklyn- 
Manhattan  Transit  Corporation  and 
Manhattan  companies  and  the  Board  of 
Estimate  soon  after  July  1.  The  plan 
is  intended  to  be  a  basis  for  further 
negotiation  between  the  city  and  the 
companies. 

It  is  understood  that  the  Brooklyn- 
Manhattan  Transit  Corporation  repre- 
sentatives have  indorsed  the  plan  in 
principle,  but  the  price  which  that  com- 
pany would  be  willing  to  accept  for  its 
subway   and   elevated   lines   is   still   far 

from  agreed  upon. 

♦ 

Transit  Policy:  A  Change  Needed 


There  is  no  more  urgent  problem 
before  the  city  today  than  that  of  transit. 
It  is  now  clear  that  its  solution  will  have 
to  be  undertaken  in  a  spirit  wholly  dif- 
ferent from  that  which  has  character- 
ized the  proceedings  of  the  past  eighteen 
months.  The  task  calls  for  the  services 
of  a  group  of  competent,  public-spirited 
and  non-partisan  citizens  who  harbor 
none  of  the  old  grudges.  Such  a  group, 
working  in  the  interest  of  a  reasonable 
setdement  and  possessing  the  confidence 
of  the  community,  should  encounter  no 
insuperable  difficulties  in  bringing  the 
city  and  the  companies  together  on  a 
program  which  will  be  fair  alike  to  the 
city  treasury,  the  strap-hangers  and  the 
companies.  This  suggestion  is  not  a 
counsel  of  perfection:  it  is  entirely  prac- 
ticable. It  does  call,  however,  for  a 
change  of  policy  and  of  personnel,  and 
the  recent  barren  record  shows  that 
such  a  change  is  in  order. — New  York 
World. 


Biddeford  Company  Thrives 
on  Low  Fare 

If  riding  does  not  increase  on  the 
branch  line  operated  by  the  Biddeford  & 
Saco  Railroad  between  Sanford  and 
Biddeford  via  Kennebunk  it  is  expected 
the  company  will  turn  the  property  back 
to  the  York  Utilities  Company  from 
which  it  has  been  renting  the  track  on 
a  day-to-day  basis.  This  branch  line 
operation  in  no  way  concerns  the  regu- 
lar route  of  the  Biddeford  &  Saco  Rail- 
road operating  on  a  5-cent  fare  since 
1887,  carrying  approximately  1,500,000 
passengers  each  year  and  paying  divi- 
dends for  the  past  22  years. 

In  September,  1927,  the  York  Utili- 
ties Company,  which  operated  cars  be- 
tween Sanford  and  Biddeford,  Me., 
about  2^  miles,  decided  to  discontinue 
the  line.  It  seemed  to  offer  possibilities 
of  continuation  if  linked  up  with  the 
property  of  the  Biddeford  &  Saco  Rail- 
road. That  company  took  over  the 
operation  of  one  car  on  this  line  at  a 
5-cent  fare  which  was  just  half  of  what 
the  York  Utilities  charged  on  this  zone. 
For  a  time  the  company  made  money, 
but  as  industrial  conditions  became 
worse  and  the  newness  of  the  service 
began  to  wear  off,  riding  decreased 
rapidly.  A  cut  in  the  schedule  did  not 
solve  the  problem.  When,  in  January 
of  this  year  the  company  signified  its 
intention  of  quitting,  a  petition  of  39 
residents  was  forwarded  requesting  that 
the  fare  be  doubled.  The  Public  Utili- 
ties Commission  approved  the  plan  and 
operation  was  started  on  a  lO-cent  fare. 
This,  too.  started  with  a  favorable  show- 
ing, but  now  receipts   have  slackened.. 

The  Biddeford  &  Saco  Railroad  is 
attracting  attention  in  New  England  for 
its  interesting  and  progressive  advertis- 
ing. A  recent  advertisement  in  the 
papers  entitled  "Our  Challenge"  invited 
someone  to  name  any  other  company  in 
America  of  like  size  serving  a  similar 
community  on  a  5-cent  fare.  In  the 
Biddeford  Daily  Journal  of  May  S,  under 
"People's  Forum,"  J.  B.  Stride,  general 
manager  of  the  property,  sent  a  letter 
to  the  editor  on  unfair  competition  typi- 
fied by  the  popular  pick-up  of  potential 
passengers.  Congratulations  came  in  so 
fast  from  the  public  for  his  views  that 
the  company  ran  a  "thank  you"  ad  the 
following  Monday. 


West  Penn  Prize  Awarded 

For  the  best  paper  submitted  in  the 
contest  advanced  by  the  American 
Water  Works  &  Electric  Company, 
Inc.,  controlling  company  of  the  Monon- 
gahela  West  Penn  Public  Service  Com- 
pany, H.  F.  Smiddy  has  won  the  first 
prize  with  his  article  "What  Should 
My  Company  Mean  to  the  Public?" 
Mr.  Smiddy  is  assistant  commercial 
manager  of  the  West  Penn  Power  Com- 
pany. He  receives  five  shares  of  the 
Americafi  Water  Works  &  Electric 
Company's  common  stock.  A  second 
and  third  prize  were  also  awarded.  The 
Monongahela  West  Penn  Public  Service 
Company  employees  submitted  IZ  papers. 


t 


1006 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  N  0.24 


Would  Increase  Rate  on 
California  Line 

The  San  Francisco-Sacramento  Rail- 
road has  apphed  to  the  Cahfornia  Rail- 
road Commission  for  authority  to  in- 
crease its  .commutation  rate  $L30  per 
month.  Applicant  has  a  contract  with 
the  Key  System  Transit  Company 
whereby  its  passengers  are  carried  be- 
tween 40th  and  Shafter  Streets,  Oak- 
land, and  San  Francisco  by  the  Key 
System  Transit  Company  and  for  which 
the  applicant  pays  the  Key  System 
Transit  Company  the  usual  full  commu- 
tation rate  charged  by  that  company. 
Due  to  the  increase  recently  granted 
the  Key  System  Transit  Company  the 
petitioner  would  be  compelled  to  pay 
that  company  an  additional  $1.30  a 
month  upon  each  joint  commutation 
ticket  sold,  and  as  its  deficit  for  the 
year  1927  was  $122,793,  it  claims  it 
cannot  assume  the   additional   burden. 


struction  of  a  southern  railroad  ap- 
proach to  the  McKinley  Bridge  at  a  cost 
of  about  $1,250,000.  The  new  route 
would  cost  the  company  $1,500,000 
more  than  the  original  plans,  estimated 
to  cost  $5,000,000. 


Traction  Referendum  and  Bus 
Lines  Approved  in  Chicago 

The  voters  of  Chicago  at  a  judicial 
election  held  on  June  4  approved  three 
public  policy  questions  relating  to  the 
city's  local  transportation  problems. 
Results  of  the  vote  are  purely  advisory 
and  are  not  binding  upon  the  adminis- 
tration. The  questions  were  placed  upon 
the  ballot  at  the  instance  .of  the 
Amalgamated  Improvement  Association. 
Last  month  that  body  presented  to  the 
Board  of  Elections  petitions  for  the 
referendum  carrying  more  than  300,000 
signatures. 

The  first  question  calling  for  a 
referendum  on  all  transit  legislation  and 
ordinance  was  approved  by  a  ratio  of 
more  than  two  to  one.  The  question 
of  whether  the  city  should  refuse  to 
pass  any  ordinance  other  than  one  that 
would  have  for  its  purpose  the  use  of 
the  $50,000,000  traction  fund  in  the 
building  of  downtown  subways  and  an- 
other which  would  authorize  the  city 
to  utilize  the  traction  fund  in  providing 
municipal  bus  lines  in  outlying  districts 
was  approved  by  only  a  narrow  margin. 


New  Plans  for  McKinley 
Bridge  Approach 

To  meet  objections  of  city  aldermen 
and  many  residents  of  North  St.  Louis, 
the  Illinois  Traction  System  on  June  4 
agreed  to  modify  its  original  plans  for 
a  subway,  surface  and  elevated  line  con- 
necting the  McKinley  Bridge  with  a 
new  underground  freight  and  passenger 
terminal  at  Twelfth  Street  and  Lucas 
Avenue,  St.  Louis,  so  as  to  divert  the 
surface  lines  to  the  river  front  north  of 
North  Market  Street.  This  new  pro- 
posal was  made  to  the  public  utilities 
committee  of  the  Board  of  Aldermen  by 
H.  L  Green,  general  attorney  for  the 
railway,  and  was  later  incorporated  as 
a  section  of  a  proposed  50-year  fran- 
chise for  the  company  now  pending 
before  the  aldermanic  board. 

The  new  plans  will  require  the  con- 


Governor  Makes  Requests  of 

Massachusetts  Legislature 

Governor  Fuller  of  Massachusetts 
sent  a  special  message  to  the  Legisla- 
ture on  June  12  requesting  the  appoint- 
ment of  a  committee  to  draft  legislation 
for  the  extension  of  transportation  facil- 
ities in  Bo.ston  and  continued  public 
control  of  the  Boston  Eleveated  Rail- 
way. This  is  in  line  with  the  Gov- 
ernor's earlier  assertion  that  he  would 
keep  the  Legislature  in  session  until  it 
produced  satisfactory  legislation  rela- 
tive to  the  Elevated.  He  says  he  wants 
a  subway  in  Governor  Square  to  solve 
the  traffic  jams  there  and  lower  over- 
head, lower  rental  charges  and  lower 
dividend  payments.  The  Governor 
claims  it  is  meaningless  to  talk  about 
private  operation  and  futile  to  talk  about 
public  ownership  at  this  time;  but  its 
the   duty   of   this   Legislature   to    solve 

the  problem. 

• 

Riding  Free  in  El  Paso 

Patrons  of  the  El  Paso  Electric  Com- 
pany, El  Paso,  Te.x.,  were  invited  to 
ride  to  town  on  tiie  morning  of  May  28 
between  the  hours  of  8  and  10  a.m.  as 
guests  of  the  Popular  Dry  Goods 
Company.  The  invitation  applied  to  any 
street  car,  any  of  the  Pershing  Line 
buses  or  any  of  the  Lower  Valley  buses. 
The  store  did  this  to  make  it  convenient 
lor  patrons  to  attend  the  opening  of  its 
26th  anniversary  sale.  Tickets  were 
provided  for  the  return  trip. 


The  Keen  Eye,  the  Discerning 
Instinct  and  the  Conve- 
nient Waste  Basket 

PUBLICITY  in  modern  business 
and  industry  is  almost  as  vital 
as  capital  and  labor,  but  along  with 
the  need  for  proper  information  in 
industry  has  come  the  greed  or 
mania  for  unnecessary  newspaper 
mention.  This  lias  made  the  han- 
dling of  proper  publicity  difficult. 
The  publicity  man  should  send  no 
story  to*  the  newspaper  that  does 
not  render  a  service  to  the  paper 
and  that  does  not  compete  'in  in- 
terest with  the  material  turned  in 
by  the  newspapers'  own  reporters. 
Papers  have  only  two  sources  of 
news — what  they  find  and  what  is 
brought  to  them.  From  it  all,  they 
have  to  select  the  wheat  from  the 
chaff.  And  the  modern  editor  has 
a  keen  eye,  a  discerning  instinct 
and  a  most  convenient  waste  basket. 
— Hudson  R.  Biery  of  the  Cin- 
cinnati Street  Railway  before  the 
Cincinnati  Electric  Club  on  June  U 


Detroit  Municipal   Said  to  Be 
Over  Insured 

Several  millions  of  dollars'  worth  of 
insurance  which  it  does  not  need  is 
being  carried  by  the  Detroit  Municipal 
Railway,  Detroit,  Mich.,  and  thousands 
of  dollars  now  expended  annually  in 
premiums  could  be  used  to  make  exten- 
sions and  betterments  to  the  system. 

These  are  conclusions  cited  in  a  re- 
port submitted  to  G.  Ogden  Ellis,  presi- 
dent of  the  street  railway  commission, 
by  William  M.  Hauser.  The  system 
is  carrying  $15,600,000  in  fire  in- 
surance alone,  which  amount  could 
be  reduced  to  $5,000,000  or  less,  accord- 
ing to  the  report.  Of  this  sum  $10,- 
000,000  is  carried  in  accordance  with 
an  agreement  made  with  the  Detroit 
United  Railway  at  the  time  the  city 
agreed  to  purchase  the  system.  This 
was  to  protect  the  private  company 
against  loss  in  the  event  of  fire  destroy- 
ing the  property  upon  which  the  city 
was  making  semi-annual  payments.  The 
report  states : 

Two-thirds  of  the  cost  of  Detroit  .Strut 
Railway  property  acquired  from  the  Detruit 
United  Railways  is  equal  to  $13,233,332, 
so  that  the  $10,000,000  of  insurance  placed 
as  of  May  15,  1922,  would  cover  insurable 
property.  But  it  should  be  bofne  in  mind 
that  ijaynients  have  been  made  upon  ^hc 
Detroit  United  Railway  property  until  Jan. 
31,  1928,  when  there  remained  only  $7,875,- 
000  outstanding  represented  by  tx)mls 
against  the  property;  that  is,  all  the  inter- 
est the  Detroit  United  Railway  or  llu' 
bondholders  can  have  in  the  property  -  ■ 
that  the  insurance  could  be  materially  n 
duced  and  at  the  same  time  meet  the  obli- 
gations of  the  contract.  It  might  be  reduced 
to  approximately  $5,000,000  or  even  lower. 

Heavy  insurance  is  carried  upon  such 
equipment  as  air  compressors,  engine^, 
etc.,  upon  which  no  insurance  was  car 
ried  when  the  property  was  privately 
owned.  The  report  recommends  that 
most  of  this  insurance  be  eliminated. 

All  insurance  of  the  municipally  oi)i 
ated  lines  is  handled  by  Rufus  (.. 
Lathrop,  secretary  to  the  commission. 
Some  months  ago  the  methods  in 
vogue  in  handling  insurance  were  qiie--- 
tioned  by  agencies,  and  Mr.  Ellis  un 
Feb.  14  asked  Mr.  Hauser  to  report  on 
the  in,surance  carried.  This  report  wa^ 
presented  to  Mr.  Ellis  on  March  9,  but 
has  not  previously  been  made  publi. 
At  that  time  Mr.  Hauser  was  auditiM 
of  the  municipal  system. 


"Skip  Stop"  in  Columbus 

Faster  street  car  service,  operated  on 
the  "skip  .stop"  plan,  was  started  for  the 
first  time  on  June  17  on  the  High  Strn  i 
and     Cleveland     Avenue     lines     of     the 
Columbus    Railway,     Power    &     Light 
Company,   Columbus,   Ohio.     Although 
the  ordinance  authorizing  the  company 
to    increase    its    speed    from    20    to   25 
m.p.h.  and  requiring  all  traffic  to  come 
to  a  full  stop  before  entering  or  crossing 
streets  with  car  tracks  became  effecli\' 
on   June    13,    officials   of   the   comp.n' 
were  not  ready  to  place  them  in  efifi 
It  is  understood  that  this  service  will 
applied  on  other  lines. 


June  16, 1928 


ELECTRIC  RAILWAY  JOURNAL 


1007 


Montreal  Halfway  Stops 

Abolished 

Halfway  tramway  stops  on  both  sides 
of  St.  Denis  Street,  Montreal,  Canada, 
in  certain  double-length  blocks  were 
abolished  on  May  31  by  the  Montreal 
Tramways  Commission  to  aid  in  speed- 
ing: up  the  north  end  car  service.  The 
question  of  abolishing  these  stops  has 
been  before  the  tramways  traffic  ex- 
perts for  some  time.  No  longer  is  it 
merely  a  question  of  speeding  car  traffic 
during  the  rush  hours.  The  load  prac- 
tically all  day  on  main  thoroughfares  is 
considered  sufficient  to  require  a  service 
as  fast  as  is  possible. 


Removal  of  Fifth  Street  Line, 
Kansas  City,  Opposed 

A  slight  misunderstanding  has  arisen 
in  connection  with  the  new  ordinance 
in  Kansas  City,  under  which  the  Kansas 
City  Public  Service  Company  is  to  oper- 
ate buses  for  a  six  months'  trial.  Ac- 
cording to  a  provision  of  the  franchise, 
a  new  feeder  line  to  be  designated  as 
No.  6  was  to  be  started  and  a  part  of 
the  Fifth  Street  car  line  was  to  be 
abandoned  and  the  tracks  removed. 
When  the  work  of  removing  the  tracks 
was  begun  residents  protested  and  H.  L. 
McElroy.  city  manager,  ordered  the 
work   stopped. 

Powell  Groner.  president  of  the 
Kansas  City  Public  Service  Company, 
said  the  plan  to  remove  the  tracks  was 
explained  to  the  Council  when  the  com- 
pany submitted  the  first  suggestions  for 
a  revision  of  bus  routes.  At  that  time 
it  was  pointed  out  that  rather  than 
spend  $77,000  to  relay  the  tracks  a  bus 
line  be  installed  to  give  service  one-half 
mile  beyond  the  end  of  the  Fifth  Street 
car  line.  No  objection  was  raised  then 
to  the  removal  of  the  tracks.  Mr. 
Groner  said  the  district  could  not  sup- 
port both  the  bus  line  and  the  car  line. 


Service  to  America's  Largest 
Airship  Port 

In  the  talk  about  air  fields  reached 
by  electric  railways  Scott  Field,  at 
Belleville,  111.,  served  by  the  Illinois 
Power  &  Light  Corporation  inust  not 
be  forgotten.  It  is  America's  largest 
airship  port.  It  is  owned  and  operated 
by  Uncle  Sam  under  the  control  of  the 
chief  of  air  corps  of  the  United  States 
Army,  and  plays  a  highly  important  part 
in  the  nation's  aerial  development  pro- 
gram. The  hangar  at  Scott  Field  is  a 
huge,  looming  affair,  built  to  house  the 
largest  present-day  airships.  The  in- 
side clear  dimensions  are  810  ft.  in 
length.  150  ft.  in  width  and  175  ft.  in 
height.  The  outside  dimensions  are 
about  100  ft.  greater.  Translated  into 
every-day  terms,  the  hangar  is  three 
city  blocks  long  and  almost  a  city  block 
in  width  and  is  as  tall  as  a  fifteen  story 
office  building.  The  ground  floor  covers 
an  area  of  5  acres.  It  would  be  pos- 
sible to  crowd  the  United  States  Army 
of     100,000     men      into     the     building 


shoulder  to  shoulder  and  still  have 
enough  space  left  for  a  speaker's  plat- 
form. The  Illinois  Power  &  Light  Cor- 
poration furnishes  electricity  for  all 
lighting  equipment  at  Scott  Field  and 
for  the  operation  of  all  machinery,  in- 
cluding the  hydrogen  gas  plant  and  the 
purifying  plant  for  helium  gas. 


Useless  Cars  in  Glens  Falls 
Burned 

More  than  25  trolley  cars,  all  from 
30  to  37  years  old,  are  being  burned  at 
the  Queensbury  carhouse  of  the  Hud- 
son Valley  Railway,  Glens  Falls,  N.  Y., 
to  make  room  for  new  buses  which  are 
to  arrive  on  July  1.  Wheels,  motors, 
copper  and  brass  are  being  salvaged. 
Some  of  the  vehicles  are  those  which  re- 
placed the  old  horse  cars  when  the 
Glens  Falls-Sandy  Hill-Fort  Edward 
street  railway  was  electrified  in  1890. 
Others  are  small  belt-line  cars  which 
have  been  housed  at  Glens  Falls  since 
the  Saratoga  line  was  abandoned. 


"The  Martyrs"  Sung  in  Cleveland 

The  first  important  public  appearance 
of  the  male  chorus  of  the  Cleveland 
Railway,  Cleveland,  Ohio,  dignified  the 
Masonic  auditorium  on  May  31  with 
"The  Martyrs,"  an  oratorio.  Charles  D. 
Dawe  directed,  and  assisting  artists 
were  Helen  Protheroe,  William  Sim- 
mons and  Samuel  Roberts.  The  com- 
pany's male  chorus  was  organized  about 
a  year  ago  and  since  that  time  has  been 
heard  over  the  radio  and  on  the  phono- 
graph. Approximately  150  voices  took 
part  in  an  impressive  rendition  and  the 
program  was  termed  a  very  satisfac- 
tory one  from  the  standpoint  of  per- 
formance and  attendance. 

In  an  introductory  note  in  the  printed 
program  Col.  Joseph  H.  Alexander, 
president  of  the  company,  explained  that 
the  creation  of  the  male  chorus  was  one 
example  of  the  Cleveland  Railway  Com- 
pany's policy  to  afford  employees  oppor- 
tunity not  only  to  carry  on  their  duties 
with  the  company  but  to  develop  an 
avocation  "which  makes  for  better 
work  and  a  happier  environment." 


Intercommunication    System 
Improved  in  London 

Eighteen  tape  recording  machines  are 
being  installed  by  the  London  Under- 
ground Railways  at  its  various  offices, 
depots  and  the  power  station,  in  order  to 
provide  a  method  of  giving  details  of 
failures  and  detentions  quickly  to  those 
responsible  for  remedying  them.  The 
message  transmitting  system  thus 
adopted  is  such  as  is  used  by  newspaper 
offices,  clubs,  etc. 

With  the  extensions  to  the  London 
underground,  heavier  services,  and  in- 
crease in  traffic  density,  the  system .  of 
telephonic  communication  is  said  not  to 
meet  present-day  requirements. 

Six  recording  clocks  were  installed 
quite  recently.  The  faces  of  these  clocks 
are  paper  dials  and  are  connected  elec- 
trically with  a  contact  lever  on  the 
track.  Passage  of  a  train  makes  an 
electrical  contact  which  causes  a  small 
inked  hammer  to  strike  the  fringe  of  the 
dial.  The  dial  rotates  at  the  equivalent 
speed  of  a  clock  and  if  the  trains  are 
running  on  schedule  the  markings  on  the 
dial  will  be  spaced  equally.  The  dial 
makes  a  complete  revolution  every  24 
hours,  thus  giving  a  complete  record 
for  the  day.  However,  it  affords  no  ex- 
planation of  what  has  occurred.  The 
installation  of  the  tape  machines  will 
overcome  this  difficulty. 


with  twelve  single-truck  motor  cars  and 
six  trailers,  besides  a  few  cars  for  haul- 
ing freight.  The  property  is  owned  by 
the  Soudan  Light  &  Power  Company, 
Ltd.,  largely  an  English  concern. 


One-Man  Locomotives  Successful 

in  Switzerland 

During  1927  the  Swiss  Federal  Rail- 
ways equipped  30  electric  locomotives 
with  special  devices  to  insure  their 
safety  with  only  one  man  in  the  cab,  in 
this  way  saving  wages  of  about  55  men. 
The  results  obtained  have  been  so  satis- 
factory that  30  additional  locomotives  of 
this  type  will  be  installed  this  year 
thus  permitting  additional  economies  in 
personnel.  _ 

Substitutions  by  British 

Tramways 

Bills  passed  by  a  committee  of  the 
House  of  Lords,  London,  England,  au- 
thorize the  Greenock  &  Pqrt  Glasgow 
Tramways  to  substitute  buses  and  the 
Nottinghamshire  &  Derbyshire  Tram- 
ways buses  and  trackless  trolleys.  In 
both  instances  a  certain  amount  of  pro- 
tection against  competition  was  allowed. 


Soudan  Starts  an  Electric  Railway 

An  electric  railway  has  been  built  in 
Khartoum  and  Obdurman, .  adjoining 
communities  at  the  junction  of  the  Blue 
Nile  and  the  White  Nile  Rivers  in  Sou- 
dan. The  system  comprises  about  13 
miles  of  narrow  gage  track   (3  ft.  6  in.) 


Traffic  in  Berlin 

The  number  of  passengers  carried  on 
the  street  railways  and  rapid  transit 
systems  in  Berlin,  Germany,  is  con- 
stantly increasing.  A  comparison  of 
passengers  carried  follows : 

NUMBER     OF     PASSENGERS     CARRED     IN 
BERLIN  (last  000  omitted) 

1927    1926    1925 

Berlin  surface  Unes 834,701    813,219    772,269 

Underground  and  elevated  228,663    167,787    178,027 


1008 


ELECTRIC  RAILWAY  JOURNAL 


Vol.7l,  No2A 


I     Recent  Bus  Developments     I 

ID  ^>w^  111 


Maine  Commission  Frowns  on 
Substitution  in  Portland 

The  Maine  Public  Utilities  Commis- 
sion has  ruled  on  the  petition  of  the 
Cumberland  Power  Company,  operating 
the  railway  system  at  Portland,  Me., 
under  lease,  for  permission  to  abandon 
parts  of  the  system  and  to  substitute 
bus  service.  In  its  finding  the  com- 
mission says  in  part: 

While  operating  experience  may  show 
the  expediency  or  the  necessity  of  aban- 
doning railway  service  previously  ren- 
dered and  the  substitution  of  motor  vehi- 
cles, reasons  for  such  a  course  should  be 
clear,  decisive,  unequivocal  and  reinforced 
by  pertinent  evidence. 

When  it  is  objected  to  by  citizens  ac- 
customed to  use  the  former  method,  a 
change  such  as  that  suggested  in  the  pres- 
ent case  requires  the  presentation  to  the 
commission  of  facts  sufficiently  reasonable 
to  dispel  any  doubt  of  the  commission's 
duty  not  to  withhold  such  permission.  The 
evidence  in  the  p-csent  case  falls  short  of 
meeting  this  standard  of  proof. 

The  need  for  the  abandonment  of  the 
system  these  days  when  so  many  provide 
their  own  transportation  by  private  auto- 
mobiles may  seem  imperative,  but  the  eco- 
nomic necessity  for  die  change  should  be 
substantiated  by  evidence  before  the  com- 
pany resorts  to  substituted  service  in  the 
heart  of  a  populous  and  prosperous  city 
as  a  means  of  meeting  its  public  duties. 


a  contemplated  reduction  of  14^  cents 
for  the  ride  compared  with  the  rail- 
road's charge.  The  transit  company 
plans  to  hook  up  the  bus  route  with 
Broad  Street  subway  for  service  into 
the  central  city. 

F.  D.  Osterhout,  passenger  traffic 
manager  of  the  Reading  Company,  told 
Commissioner  Benn  that  approval  of  the 
Philadelphia  Rapid  Transit  Company's 
petition  might  seriously  affect  the  rail- 
road's program  for  electrification  of 
those  suburban  lines.  He  explained  that 
the  Reading  issued  50  trip  and  60  trip 
tickets  which  averaged  8  cents  lower 
than  the  Philadelphia  Rapid  Transit 
Company  fare  charge.  Mr.  Osterhout 
added  that  the  Reading  Company  made 
no  profit  from  the  tickets  it  sold  pro- 
viding for  50  or  60  trips  as  the  buyer 
was  disposed  to  choose.  The  commis- 
sion withheld  its  decision. 


Sightseeing  in  El  Paso 

In  a  recent  issue  of  the  El  Paso 
Herald  readers  took  an  imaginary  trip 
to  places  of  interest  in  El  Paso  and 
Juarez  via  a  sightseeing  bus  operated  by 
the  El  Paso  Electric  Company.  The 
trip  continued  for  16  pages.  The  ad- 
vertisement stated  that  it  had  probably 
never  occurred  to  the  residents  of  El 
Paso  that  they  might  enjoy  a  trip  on 
the  sightseeing  bus  quite  as  much  as  a 
visitor  to  El  Paso  would.  The  cost  of 
the  round  trip  is  $1.50  for  an  adult  and 
75  cents  for  a  child.  Each  day  the 
sightseeing  bus  makes  two  trips.  The 
operator  explains  in  detail  the  interest- 
ing features  at  each  stop  and  as  he  goes 
along. 

« 

P.  R.  T.  Would  Compete  With 
Reading  Company 

Following  the  rejection  by  the  Read- 
ing Company  of  its  proposal  for  joint 
operation  of  buses  to  serve  suburban 
riders,  the  Philadelphia  Rapid  Transit 
Company  sought  approval  of  the  Public 
Service  Commission  on  June  6  for  a  bus 
line  from  Broad  Street  and  Olney  Ave- 
nue north  to  Hatboro.  Although  oper- 
ating officials  of  the  Reading  Company 
protested  the  application  before  Com- 
missioner Benn  on  the  ground  that  the 
competition  would  affect  its  own  bus 
line  between  Jenkintown  and  New 
Hope,  the  Philadelphia  Rapid  Transit 
filed  its  proposed  rate  schedule  showing 


Wisconsin  Line  to  Use  Buses 

The  Wisconsin  Railroad  Commission 
has  granted  the  Wisconsin-Michigan 
Power  Company,  controlled  by  the 
North  American  Eldison  Company,  per- 
mission to  abandon  the  line  through 
Appleton  from  Neenah  to  Kaukauna. 
Buses  will  supplant  the  cars.  Permis- 
sion was  given  because  the  company 
showed  a  loss  of  $174,563  in  the  last 
five  years. 

In  1911  the  company  was  incorporated 
in  W'isconsin  as  the  Peninsular  Power 
Company.  The  line  was  improved  and 
extended  in  1899  to  Neenah  and  the  line 
to  Kaukauna  was  built  in  1901.  The 
present  title  was  adopted  in  1927. 


New  Service  for  New  Jersey 
Shoppers  in  New  York 

A  new  de  luxe  bus  line  is  being  oper- 
ated by  the  Public  Service  Railway  be- 
tween Erie  Station,  Rutherford,  N.  J., 
and  the  Capitol  Theater  Bus  Terminal, 
Broadway  and  SOth  Street,  New  York 
City.  The  line  runs  through  the  Hol- 
land Tunnel.  It  is  known  as  the 
Rutherford-New  York  bus  line  route 
No.  152.  Whys  and  Other  Whys,  the 
company  pamphlet,  says  that  theater- 
goers and  shoppers  will  find  this  uptown 
service  convenient  for  their  trip  into 
New  York. 


Connecticut-Rhode  Island 
Line  Approved 

.\uthority  has  been  given  by  the  Con- 
necticut Public  Utilities  Commission  to 
the  Groton  &  Stonington  Traction  Com- 
pany to  abandon  railway  service  be- 
tween Groton,  Conn.,  and  Westerly, 
R.  I.  The  company  is  authorized  to 
operate  buses  between  the  two  points 
and  has  also  been  authorized  to  estab- 
lish a  new  bus  route  between  Groton 
and  Groton  Long  Point  during  the  sum- 
mer months.  The  change  is  effective  at 
once  and  service  will  start  just  as  soon 
as  schedules  can  be  arranged  and  buses 
put  into  commission. 


The  Waster 

THE  man  who  plans  to  park  his 
car  on  a  public  street  for  most 
of  the  day  may  not  be  sensible  to 
the  consequent  waste  of  valuable 
community  space.  In  the  enjoy- 
ment of  what  he  considers  a  na- 
tural privilege  he  is  apt  to  overlook 
the  fact  that  it  is  a  privilege.  But 
he  must  see  that  he  is  wasting 
something  of  his  own — he  is  wast- 
ing the  time  that  he  has  to  give 
to  finding  a  convenient  parking 
place,  and  he  is  exposing  his 
valuable  property  to  the  weather 
all  the  time  it  might  be  safe  in  the 
garage. 

"But  I  have  a  car,"  says  he. 
"Why  keep  it  at  home?" 

Yes,  and  he  has  a  dress  suit, 
perhaps.  Why  not  wear  that  all 
day?  Dress  suits  and  top  hats 
are  desirable  in  one's  wardrobe. 
So  is  an  automobile  in  one's 
scheme  of  life.  But  a  business 
suit  and  a  derby  give  more  all- 
round  service.  So  does  a  street  car. 
— Ottawa  Electric  Railway  S'ews. 


Effort  to  Advance  Suit  in  New 
York  City  Frustrated 

Supreme  Court  Justice  Lydon  has  de- 
nied the  application  of  counsel  for  the 
Manhattan  Surface  Coach  Company, 
Inc.,  and  the  New  York  Railways  to 
advance  their  suit  against  the  city  to 
change  the  minutes  of  the  Board  of  Esti- 
mate meeting  of  July  28,  1927,  for  trial 
this  month.  This  is  one  of  the  moves 
in  the  contest  before  the  Transit  Com- 
mission to  stop  issuance  of  certificates 
of  convenience  and  necessity  to  the 
Equitable  Coach  Company  which  has 
already  been  awarded  bus  franchises  for 
Manhattan,  Brooklyn  and  Queens. 


Operation  in  Santa  Ana  Defined 

Permission  has  been  granted  by  the 
California  Railroad  Commission  to  the 
Pacific  Electric  Railway  to  operate 
motor  coach  lines  in  the  city  of  Santa 
Ana  over  prescribed  routes.  The  com- 
pany was  also  authorized  to  reduce  the 
present  7-cent  fare  (four  tickets  for 
25  cents)  to  a  fiat  5-cent  fare,  includ- 
ing transfer  to  and  from  applicant's 
rail  lines  within  the  local  fare  limits  of 
Santa  Ana. 


New  Service  in  Dallas 

A  permit  has  been  granted  to  the 
Dallas  Railway  &  Terminal  Company  to 
operate  sightseeing  buses  in  the  city 
limits  of  Dallas.  &ach  vehicle  will  have 
a  capacity  of  sixteen  persons.  This  is 
the  first  service  of  its  kind  to  be  oper- 
ated in  the  city. 


June  16,1928 


ELECTRIC  RAILWAY  JOURNAL 


1009 


1      Financial  and  Corporate       \ 
ftn^  ■  'U 


Amsterdam  Line  to  Be 
Abandoned 

A  declaration  of  abandonment  by  the 
Fonda,  Johnstown  &  Gloversville  Rail- 
road of  the  Vrooman  Avenue  line  in 
Amsterdam,  N.  Y.,  covering  a  trackage 
of  about  11,000  ft.,  w^as  approved  by  the 
Public  Service  Commission  on  June  8. 
It  was  conditioned  on  the  company's 
removing  its  rails  and  other  structures 
from  the  various  streets  and  putting  the 
streets  in  serviceable  condition.  The 
city  did  not  oppose  the  petition. 

The  Vrooman  Avenue  line  abandon- 
ment was  proposed  in  1926  but  was  not 
made  effective  pending  results  of  opera- 
tion under  an  increase  in  fare  which 
was  allowed  about  that  time.  The  evi- 
dence submitted  on  the  recent  abandon- 
ment hearing  showed  that  there  had 
been  a  continued  falling  off  in  revenue 
under  the  present  fare  charged  in  Am- 
sterdam. The  evidence  also  showed  that 
250,719  fewer  passengers  were  carried 
on   the   Amsterdam   citv   lines   in    1927 

than  in  1926. 

♦ 

Rerouting  Planned  in  St.  Louis 

The  St.  Louis  Public  Service  Com- 
pany, with  the  consent  of  the  director 
of  streets  and  sewers,  has  decided  to 
reroute  certain  lines  through  the  con- 
gested sections  of  St.  Louis,  Mo.,  in 
order  to  speed  up  traffic  and  eliminate 
bothersome  curves.  Proposed  changes, 
according  to  estimates,  will  cost  the 
company  $200,000.  The  changed  rout- 
ing will  become  eflfective  about  Sept  1. 
Ordinances  providing  for  the  new 
routes  must  be  passed  by  the  Board  of 
Aldermen  and  signed  by  Mayor  Miller. 
This  will  be  done  before  the  aldermanic 
board  adjourns  for  its  summer  vacation. 


Improvements  Effected  in 
Hamilton  in  1927 

In  the  28th  annual  report  of  the 
Dominion  Power  &  Transmission  Com- 
pany, for  the  year  ended  Dec.  31,  1927, 
W.  E.  Phin,  president,  states  that  most 
of  the  $1,109,064  expenditure  under  the 
classification  of  additions  was  made  on 
account  of  the  Hamilton  Street  Railway. 
In  accordance  with  the  terms  of  the 
agreement  with  the  city,  90  per  cent  of 
this  amount  was  contracted  for  and 
e.Kpended  by  the  company  in  the  city 
of  Hamilton.  The  Dominion  Power  & 
Transmission  Company  controls  and 
operates  the  Hamilton  Street  Railway, 
the  Hamilton  Radial  Electric  Railway, 
the  Hamilton,  Grimsby  &  Beamsville 
Electric  Railway  and  the  Brantford  & 
Hamilton  Electric  Railway.  The  ag- 
gregate net  profits  of  the  companv  for 
the  year  were  $649,629  against  $654,220 
for  the  year  1926. 

New  car  shops  and  garage  located  in 
Hamilton  were  completed.  During  the 
year   six  new  buses   and  24  new   cars 


were  added  to  the  railway  service  and 
twelve  new  cars  were  ordered.  The 
construction  of  a  new  automatic  sub- 
station in  the  West  End  was  projected 
as  an  improvement  to  both  the  railway 
and  lighting  services. 

In  the  report,  mention  is  made  of  the 
service  supplied  by  Hamilton  Bus  Com- 
pany under  a  Provincial  license  between 
Hamilton  and  St.  Catharine  in  com- 
petition with  the  Hamilton,  Grimsby  & 
Beamsville  Electric  Railway.  Negotia- 
tions were  conducted  with  that  company 
and  the  purchase  of  its  seven  buses  was 
effected. 

According  to  the  annual  statement  the 
company  intends  to  seek  an  increase  in 
fares  on  the  Hamilton  Street  Railway 
and  the  Hamilton,  Grimsby  &  Beams- 
ville Electric  Railway  since  both  com- 
panies are  operating  at  a  loss. 


^27,855  Available  in  Stockton 
for  Charges  and  Dividends 

The  Stockton  Electric  Railroad  oper- 
ating in  Stockton,  Cal.,  reports  to  the 
Railroad  Commission  its  1927  operating 
revenue  at  $305,443,  compared  witii 
$314,189  for  1926.  Operating  expenses, 
excluding  taxes  for  1927,  are  reported 
at  $251,557,  and  at  $262,232  for  1926, 
leaving  net  operating  revenue  of  $53,886 
for  1927,  and  $51,957  for  1926.  During 
1927  taxes  charged  to  operation 
amounted  to  $21,101  and  for  1926  to 
$21,867.  Deducting  the  taxes  leaves 
operating  income  of  $32,785  for  1927, 
and  $30,089  for  1926.  Adding  to  the 
operating  income,  the  non-operating  in- 
come of  the  company  and  deducting  non- 
collectible  revenue  and  rents,  results  in 
a  gross  corporate  income,  which  repre- 
sents the  amount  available  for  interest, 
amortization  of  debt  discount,  other 
fixed  charges,  non-operating  expenses, 
dividends  and  surplus,  of  $27,855  for 
1927,  and  $24,959  for  1926. 


New  York  State  Railways  Sold 

New  York  Central  Railroad  disposes  of  holdings  in  New  York  State 

Railways  and  in  Mohawk  Valley  Company.     Railways  will 

continue  to  be  operated  separately 


NNOUNCEMENTS  were  made  in 
New   York  on  June   13   by  A.   H. 


Harris,  chairman  of  the  executive  com- 
mittee of  the  New  York  Central  Rail- 
road, and  by  E.  L.  Phillips,  president 
of  the  Empire  Power  Corporation  and 
the  Long  Island  Lighting  Company,  of 
the  sale  of  New  York  Central's  hold- 
ings in  the  Mohawk  Valley  Company 
aVid  in  the  New  York  State  Railways  to 
Mr.  Phillips  and  his  associates,  bring- 
ing under  their  control  public  utility 
properties  with  assets  valued  at  nearly 
$227,500,000. 

The  statement  of  the  New  York  Cen- 
tral chairman  reported  the  sale  of  the 
railroad's  holdings  of  511,430  shares  of 
Mohawk  Valley  Company  stock  to  Mr. 
Phillips  at  $75  a  share,  conditioned  on 
his  making  the  same  offer  to  other  stock- 
holders. The  same  arrangement  also 
held  for  the  sale  of  New  York  Central's 
holdings  of  136,043  shares  of  New  York 
State  Railways  common  stock  at  $25  a 
share.  These  prices  represent  a  total 
of  $41,758,325  accruing  to  the  railroad 
from  this  transaction,  which  is  reported 
to  have  been  made  in  cash. 

Mr.  Phillips  aimounced  that  the 
minority  stockholders  of  the  acquired 
companies  have  the  privilege  of  accept- 
ing the  same  terms  as  applied  to  the 
railroad,  or  of  receiving  securities  in  a 
new  company  to  be  formed  in  exchange 
for  their  present  holdings.  On  the 
basis  of  the  cash  offer,  the  total  deal 
would  represent  an  outlay  of  $61,238,100 
for  the  outstanding  Mohawk  Valley 
capital  stock  and  New  York  State  Rail- 
ways common  stock. 

The  new  company  to  be  organized  iy 
the  Phillips  interests  will  take  over  the 
Mohawk    Valley    properties    and    con- 


tiguous properties  already  owned  by  the 
Empire  Power  Company,  bringing  into 
a  single  organization  electric  and  gas 
properties  in  New  York  State  hav- 
ing an  aggregate  value  in  excess  of 
$150,000,000. 

-Associated  with  Mr.  Phillips  in  this 
transaction  were  the  Jonas  interests, 
represented  by  the  Manufacturers  Trust 
Company,  and  W.  C.  Langley  &  Com- 
pany, New  York,  long  interested  in  the 
financing  of  light  and  power  companies. 
The  terms  of  the  offering  made  to  the  ^ 
minority  stockholders  of  the  acquired 
companies  will  be  mailed  on  or  before  ■ 
July   1. 

The  New  York  State  Railways  will 
continue  to  be  operated  separately.  The 
company  owns  465  miles  and  leases  131 
miles  of  trolley  lines,  supplemented  by 
bus  services  at  numerous  points.  The 
system  comprises  the  city  lines  in 
Rochester,  Syracuse,  Oneida  and  Utica, 
and  suburban  lines  to  numerous  resorts. 
It  owns  88.3  per  cent  of  the  Rochester  • 
Electric  Railway  capital  stock. 

Assets  of  New  York  State  Railways 
totaled  nearly  $59,800,000  at  the  close 
of  1926.  There  is  $19,997,700  authorized 
and  $19,952,400  outstanding  $100  par 
common  stock,  of  which  New  York  Cen- 
tral owned  $13,604,300,  and  $3,862,500 
authorized  and  outstanding  5  per  cent 
cumulative  $100  par  preferred  stock. 
The  funded  debt  is  about  $26,500,000. 

The  Mohawk  Valley  Company  had 
assets  of  about  $12,500,000  at  the  end 
of  1926  and  had  750,000  authorized  and 
outstanding  shares  of  no  par  capital 
stock,  of  which  New  York  Central 
owned  511.430  shores.  There  is  no 
funded  debt.  The  company  owns  all 
the  common  stock  of  the  Rochester  Gas 


1010 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No. 24] 


&  Electric  Corporation,  which  had  assets 
of  $60,600,000  at  the  end  of  1926,  with 
a  funded  debt  of  $23,499,500.  The  lat- 
ter corporation  has  756,070  outstanding 
no  par  common  shares  of  an  authorized 
issue  of  825,000  shares  and  $18,530,300 
preferred  stock  of  three  series,  out  of 
$30,000,000  authorized. 

Some  Other  Affiliated  Compaxies 

The  Empire  Power  Corporation  con- 
trols the  New  York  Central  Electric 
Corporation  with  assets  of  $12,250,000, 
which  in  turn  controls  the  Empire  Gas 
&  Electric  Company,  with  assets  of 
$12,500,000,  the  Seneca  Power  Corpora- 
tion, a  $1,700,000  property,  and  the 
United  Gas  &  Electric  Corporation, 
valued  at  $24,750,000  on  the  books  at 
the  close  of  1926. 

The  Long  Island  Lighting  Company, 
with  assets  of  $35,500,000.  controls  six 
other  Long  Island  properties  valued  at 
$40,700,000.  This  was  the  first  organ- 
ization developed  by  Mr.  Phillips  in  his 
quarter  century  of  experience  as  a  pub- 
lic utility  operator.  The  Long  Island 
properties  are  expected  to  continue  as  a 
separate  organization.  Elsewhere  in 
this  issue  the  career, of  Mr.  Phillips  in 
the  utility  field  is  reviewed. 


Corporate  Simplification  in  Philadelphia 

Another  attempt  being  made  to  arrange  for  the  elimination  of 

subsidiaries.    Last  year's  survey  resulted  in  recommendation 

that  city  pay  ^36,000,000  to  surrender  rights 


Receiver  Named  for  Buffalo 
8C  Erie  Railway 

Supreme  Court  Justice  Thomas  H. 
Noonan  on  June  8  ordered  the  Buffalo 
&  Erie  Railway  into  a  receiver.ship  after 
a  judgment  for  $382,126  was  filed 
against  it. 

Application  for  the  receivership  was 
made  by  the  Internation  Utilities  Cor- 
poration, New  York.  George  MacLeod, 
Dunkirk,  general  manager  of  the  rail- 
Way,  was  named  receiver. 

Charles  M.  Blair,  attorney  for  the 
railway,  said  the  action  was  a  friendly 
one  designed  to  protect  and  conserve 
assets  of  the  corporation. 

The  company  operates  from  Buffalo, 
N.  Y.,  to  Erie,  Pa.  It  was  in  the  hands 
of  a  receiver  from  1915  to  1925,  when 
the  International  Corporation  refi- 
nanced it. 


Reorganization  Plan  of  Detroit 
United  Operative 

Reorganization  plans  of  the  Detroit 
United  Railway,  Detroit,  Mich.,  dated 
April  1,  have  been  declared  operative, 
as  a  result  of  the  depositing  of  more 
than  80  per  cent  of  certain  securities. 
The  deposits  include  outstanding  mort- 
gage and  collateral  trust  sinking  fund 
five-year  6  per  cent  bonds  of  Detroit 
United  Railway  and  first  mortgage 
bonds  of  the  Detroit,  Monroe  &  Toledo 
Short  Line  Railway.  The  time  limit 
within  which  holders  of  certificates  of 
deposit  for  bonds  of  the  Detroit  United 
Railway  may  exercise  the  right  of  sub- 
scription to  the  .syndicate  has  been  ad- 
vanced to  June  29.  The  terms  of  the 
reorganization  were  reviewed  at  length 
in  the  issue  of  the  Electric  Railway 
Journal  for  May  5,  page  754. 


HEARINGS  are  about  to  begin  be- 
fore the  Public  Service  Commis- 
sion of  Pennsylvania  at  which  the  effort 
will  be  made  to  bring  together  all  sides 
in  an  amicable  agreement  on  the  ques- 
tion of  the  disposition  of  the  underly- 
ing companies  of  the  Philadelphia  Rapid 
Transit  Company.  ,While  the  matter 
has  been  agitated  before,  the  present 
is  the  first  really  definite  attempt  to 
condemn  the  franchises  of  nearly  forty 
so-called  underlying  companies  and  give 
the  City  Administration  power  to  dic- 
tate future  transit  policy  without  en- 
countering obstacles  inherited  from 
politicians  of  pre-Ciyil  War  days.  In 
substance  the  question  is : 

What  is  a  fair  price  for  the  city  to  pay 
in  return  for  the  property  now  held  under 
999-year  franchise  by  the  underlying  com- 
panies ? 

An  Inheritance  from  Horse- 
Car  Days 

These  companies  originated  in  the 
days  when  local  transit  matters  were  in 
the  hands  of  the  State  Legislature. 
Whenever  a  group  of  Philadelphians 
decided  to  operate  a  string  of  horse  cars, 
it  obtained  from  the  Legislature  a  charter 
permitting  it  to  lay  tracks  on  certain 
streets,  establish  a  fare  and  start  business. 

Finally  conditions  reached  the  point 
where  a  gradual  consolidation  became 
desirable  to  gain  riders  and  save  fares, 
with  most  of  the  franchises  of  these 
original  companies  being  leased  to  three 
larger  concerns.  Finally  in  1895  the 
Union  Traction  Company  was  organ- 
ized to  gain  control  of  all  of  the  lines, 
and  it  in  turn  later  leased  its  holdings 
to  the  Philadelphia  Rapid  Transit  Com- 
pany, the  present  operating  concern. 

Some  of  the  tracks  have  disappeared 
altogether,  leaving  nothing  except  a 
franchise  to  show  that  lines  ever  were 
operated  on  the  deserted  streets.  Yet 
through  contracts  that  apparently  are 
iron-clad,  holders  of  securities  in  the 
underlying  companies  have  continued  to 
split  a  sum  of  $8,500,000  paid  annually 
by  the  Philadelphia  Rapid  Transit  Com- 
pany as  rental  charges  for  o])erating 
privileges.  Most  of  the  underliers  are 
leased  on  a  rental  of  6  per  cent  on  their 
capital  stock. 

Now,  when  in  the  process  of  city 
planning  a  move  is  made  to  eliminate 
further  car  lines,  as  was  the  case  last 
year  when  the  Pennsylvania  Railroad 
wanted  to  begin  work  on  its  $62,000,000 
beautification  program,  it  is  necessary 
to  gain  the  consent  of  from  two  to  seven 
distinct  boards  of  directors,  owing  to 
ramifications  in  the  transit  structure. 
In  this  particular  case,  tracks  were  re- 
moved from  five  blocks  of  Filbert  Street. 
The  process  was  this  : 

Permission  had  to  be  obtained  from 
the  Philadelphia  Rapid  Transit  Com- 
pany's directorate.  It,  however,  had 
leased  the  lines  from  the  Union  Trac- 
tion Company,  whose  directors  then  had 


to  be  consulted.  This  company  had 
leased  the  line  from  the  Philadelphia 
Traction  Company,  which  in  turn  was 
guaranteeing  rental  charges  to  the 
Union  Passenger  Railway,  which  in  its 
turn  was  making  a  similar  guarantee  to 
the  Continental  Passenger  Railway, 
holder  of  the  surface  rights  on  Filbert 
Street  under  a  charter  obtained  in  1873. 

Opponents  of  the  odndemnation 
scheme  habitually  refer  to  the  old  fran- 
chises as  "dead  horse"  and  ask  what 
the  city  will  have  to  show  for  the  money 
it  spends  in  buying  them.  Proponents 
of  the  plan  offer  the  always  attractive 
argument  of  a  prospective  lower  fare, 
a  net  saving  to  the  city  over  a  term  of 
years  and  ultimate  freedom  from  the 
bothersome  tangle  of  perpetual  charters 
and  bewildering  series  of  leases. 

"Protection  committees"  have  been 
appointed  by  the  principal  underlying 
companies  to  prepare  the  financial  de- 
mands of  some  18,000  stockholders. 
Lawyers  for  the  underliers  declare  that 
the  "innocent  investors"  in  the  stocks 
and  bonds  of  these  companies  must  be 
protected. 

In  many  instances,  trust  funds  total- 
ing millions  of  dollars  are  made  ui> 
largely  of  underliers'  securities,  and  the 
biggest  trust  companies  in  the  city  are 
interested  in  the  fight.  Three  or  four 
years  ago,  these  companies  theniselve> 
took  the  initiative  in  what  was  to  have 
been  a  reorganization  of  the  whole 
transit  financial  structure.  A  plan  pre- 
pared by  Joseph  Gilfillan,  counsel  for 
the  Union  Traction  Company,  wa> 
shelved  at  that  time,  however,  when  cer- 
tain influential  persons  appeared  ada- 
mant to  the  project. 

Based  on  the  McChord  Survey 

The  present  movement  is  based  largely 
upon  a  survey  made  last  year  for  tin- 
Public  Service  Commission  by  CharU 
C.  McChord,  former  chairman  of  tlii. 
Interstate  Commerce  Commission.  He 
recommended  that  the  city  pay  the 
underliers  $36,000,000  to  surrender  their 
rights. 

In  Mayor  Mackey's  opinion,  a  solu- 
tion   of    this    kind    would    mean    that 
"carrying  charges  on  the  city  bonds  used^ 
for  the  purchase  would,  with  the  savj' 
ings   in    taxes   thus   brought   about, 
$4,500,000    less    than    the    rentals    noj 
paid  by  P.R.T.  to  the  underliers." 

Opponents  are  equally   firm  in  the 
belief    that    money    spent    for    the 
franchises   would    be    squandered. 


St.  Louis  Official  Made  Directo 

Sam  W.  Greenland,  vice-president  ad 
general  manager  of  the  St.  Louis  Publj 
Service  Company,  St.  Louis,  Mo.,  wi 
elected  to  the  board  of  directors  of  til 
company  on  June  5. 


June  16. 1928 


ELECTRIC  RAILWAY  JOURNAL 


1011 


Net  Income  ^707,454 

Capital  Traction  reports  falling  off  in  net 

and  traffic.    Bus  lines  show  improvements. 

Statistics  of  operation  interesting 

THE  number  of  passengers  carried 
in  1927  by  the  Capital  Traction 
Company,  Washington,  D.  C,  showed 
a  greater  decrease  than  during  either 
of  the  two  preceding  years,  and  the  net 
earnings  from  operation  were  less  than 
in  either  of  those  two  years.  While 
the  net  income  for  1927  was  not  equal 
to  the  amount  required  for  the  7  per 
cent  dividend  on  stock,  the  directors 
considered  it  entirely  proper  to  continue 
the  dividend  disbursement  at  that  rate, 
making  up  the  deficiency  from  undis- 
tributed profits  of  former  years.  These 
facts  were  contained  in  the  annual  re- 


and  on  Dec.  31  the  reserve  for  deprecia- 
tion was  $3,019,086. 

On  Feb.  7  the  Court  of  Appeals  of 
the  District  of  Columbia  rendered  its 
decision  on  an  appeal  of  the  commission 
and  fixed  the  value  for  rate-making  pur- 
poses as  of  Jan.  1,  1925,  at  $25,765,880. 

Tax  accruals  for  the  year  were  $370,- 
289,  a  decrease  of  $29,361  from  the  pre- 
ceding year.  This  decrease  was  due  to 
the  abolishment  by  Congress  of  the  Cap- 
ital stock  tax,  and  to  a  decrease  in  gross 
receipts  and  federal  income  taxes  on 
account  of  decreased  gross  and  net  earn- 
ings, offset  by  increases  in  real  estate 
and  special  crossing  police  taxes. 

The  Employees  Relief  Association 
membership  includes  982  out  of  a  total 
of  1,261  employees.     After  paying  sick 


ations  for  1927  amounted  to  $29,790,  or 
$33,081  less  than  the  loss  during  the 
preceding  year.  Three  new  bus  lines 
were  opened  during  the  year. 

During  the  year  2.128  miles  of  track 
were  replaced  with  modern  construc- 
tion. Of  this,  0.632  mile  was  track 
jointly  owned  with  the  Washington 
Railway  &  Electric  Company. 

Seven  street  car  type  buses  were  pur- 
chased in  1927  to  replace  an  equal  num- 
ber of  the  same  type  buses  retired  from 
service,  and  four  additional  parlor-car 
type  buses  were  purchased  and  placed 
in  service.  Full  provision  for  deprecia- 
tion had  been  made  on  the  buses  retired. 

In  accordance  with  the  authority 
ton  &  Maryland  Railway,  which  still 
retains  its  corporate  identity. 


SUMMARY  OF  OPERATIONS  OF  THE  CAPITAL  TRACTION  COMPANY 
FOR  YEAR  ENDING   DEC.   31,    1927 

Change 
Over  1926 

Passenger  revenue,  railway $4,220,017        $t9''>,301 

Passenger  revenue,  bus 210,759  36,128 

Special  car  revenue 21  ?7 

Special  bus  revenue 10,838  7,015 

Total  revenue  from  transportation. $4,441,636 

Revenue  from  operations  otner  than  transportation.. . .  37,463 

Gross  operating  revenue $4,479,099 

Operating  expenses  (68.  5  per  cent  of  gross  revenue)  . . .        3.099,573 

Net  operating  revenue $1,379,525 

Taxes  assignable  to  transportation  operations 370,289 

Operating  income $1,009,235 

Non-operating  income 43,032 

Gross  income $1,052,268 

Deductions  from  Gross  Income 

Interest  on  funded  debt $280,300 

Interest  on  unfunded  debt 52, 1 82 

R«nt  for  leased  road 8,074 

Income  tax  paid  at  source 4,257 

Total  deductions $344,814 

Net  income , $707,454 

PROnT  AND  Loss  STATEMENT 

,  Credits: 

Balance  at  beginning  of  year $1,410,641 

Net  income  for  the  year 707,454 

Profit  from  sale  of  Federal  Farm  Loan 

Bonds 67 

$2,118,163 

Debits: 

Dividends $840,000 

Appropriation  for  injuries   and  damages 

reserve 50,000 

Additional   Federal  income   taxes,    I9I8, 

1919 809 

Cancellation  of  account  receivable 50 

890,859 

Credit  balance  at  close  of  year $1,227,303        $183,338 

Italics  denotes  decrease. 


$15S,lSi 
14,297 

$137,886 

on 

$IS7,S1S 
29,361 

$107,930 
11,947 

$96,00S 


$69i 
$95,1,08 


REVENUE  AND  TRANSFER  PASSENGERS  OF  CAPITAL  TRACTION 
COMPANY 

Railway  passengers:  1927  1926 

Number  of  passengers  carried  at  8  cents 17,543,570  17,719,054 

Number  of  passengers  carried  at  6}  cents 40,376,123  43,128,140 

Number  of  passengers  carried  at  5  cents 758,666  830,780 

Number  of  passengers  carried  at  3  cents 369,397  383,007 

Number  of  cash  passengers  carried  on  Kensington  Line  104,221  110,896 

Number  of  ticket  passengers  carried  on  Kensington  Line  41,004  46,130 

Total  railway  revenue  passengers 59,192,981  62,218,007 

Bus  passengers: 

Number  of  passengers  carried  at  25  cents 428,111  343,899 

Number  of  passengers  carried  at  1 0  cents 65,015  64,814 

Number  of  passengers  carried  at  8  cents 342,866  310,085 

Number  of  passengers  carried  at  6|  cents 562,025  528,022 

Number  of  passengers  carried  at  5  cents 206,30 1  60,5 1 1 

Total  bus  revenue  passengers 1,604,318  1,307,331 

Total  revenue  passengers  railway  and  bus 60,797,299  63,525,338 

Other  passengers: 

1  cent  inter-company  transfer  passengers 2,888,278  2,814,693 

2  cent  bus  to  car  transfer  passengers 675,693  556,225 

2  cent  car  to  bus  transfer  passengers 4 1 7,735  374,550 

2  cent  Eastern  High  School  ticket  passengers 459  8 

Free  transfer  passengers 16,301,004  16,982,373 

Other  free  passengers: 

Employees 696,508  709,610 

Policemen  and  firemen *46,374  52,295 

Total  passengers 81,823,350  85,015,092 

*  Exclusive  of  policemen  and  firemen  riding  free  while  in  uniform. 


COMPARATIVE    STATEMENT— DEPRECIATION    RESERVE    OF 
CAPITAL  TRACTION  COMPANY 

1927  1926 

Balance  in  reserve  at  close  of  preceding  year $2,716,657  $2,458,454 

Accruals  for  the  year 365,334  361,934 

Interest  received  during  the  year 98,853  90, 1 40 

Total $3,180,845  $2,910,530 

Less — Expenditures  during  the  year 161,759  193,872 

Balance  at  close  of  year $3,019,086  $2,716,657 


port  of  the  board  of  directors  to  the 
stockholders. 

Net  additions  to  capital  account  were 
$204,893.  Of  this  amount,  $63,963  was 
expended  for  bus  line  plant  and  equip- 
ment. 

No  change  was  made  during  the  year 
in  the  basis  for  accruing  depreciation. 
The  total  amount  accrued  through  oper- 
ating expenses   in   1927  was   $365,334, 


and  death  benefits  and  all  other  ex- 
penses, the  year's  operation  showed  a 
profit  of  $2.69  per  member.  A  Christ- 
mas Savings  Club  was  again  maintained 
and  in  December  the  amount  disbursed 
to  members,  including  deposits  and  in- 
terest, was  $53,459. 

All  bus  lines  which  were  operated 
throughout  the  year  showed  material 
improvement.    The  net  loss  on  bus  oper- 


granted  to  the  directors  at  the  annual 
meeting  of  the  stockholders  held  in  Jan- 
uary, 1927,  negotiations  were  concluded 
in  July  for  the  purchase  for  $98,000  of 
all  outstanding  securities  of  the  Wash- 
ington &  Maryland  Railway,  the  actual 
transfer  being  made  as  of  July.  Subse- 
quent to  the  purchase  of  these  securities 
an  agreement  was  made  covering  the 
operation  of  the  lines  of  the  Washing- 


CAR  AND  BUS  MILES  OF  THE  CAPITAL  TRACTION  COMPANY 

1927  1926  1925 

Car-miles,  city  lines 7,409,753  7,630,890  7,723,259 

Car-miles,  Chevy  Chase  Une 1,012,382  992,109  983,687 

Car-miles,  Washington  and  Maryland  Une..  .  .         175,898  193,965  189,998 

Car-miles,  Kensington  line 69,961  69,951  69,842 

Total  car-miles 8,667,994  8,886,915  8,966,786 

Hus-miles 1,084,992  968,454  601,102 

Total  car  and  bus  miles 9,752,986  9,855,369  9,567,888 


EXPENDITURES   ON   ACCOUNT   OF    ROAD    AND   EQUIPMENT   OF 
CAPITAL   TRACTION   COMPANY   DURING    1927 

Carhouse  building  additions $30,331 

Shop  building  additions 4,561 

Track  and  Une  betterments 93,540 

Car  betterments 5,899 

Buses  and  bus  service  equipment 59,301 

Bus  garage  additions 4,66 1 

Miscellaneous 7, 705 

$206,002 
Credit — Power  Station  equipment  retired 1, lOft 

$204,89} 


1012 


ELECTRIC  RAILWAY  JOURNAL 


Fo/.71,iVo.24 


Sale  of  Geneva  Road  Planned 

The  way  is  believed  to  have  been 
cleared  for  the  sale  of  the  property  of 
the  Geneva,  Seneca  Falls  &  Auburn 
Railroad,  Geneva,  N.  Y.,  under  fore- 
closure on  June  20,  particularly  since  a 
compromise  settlement  of  paving  assess- 
ments and  taxes  has  been  effected  be- 
tween the  Common  Council  and  the 
railroad.  The  city  accepts  $500,  to  be 
paid  within  thirty  days,  in  full  settle- 
ment of  $25,466  owed  for  city  paving 
and  $27,861.81  of  taxes.  At  the  meeting 
at  which  the  settlement  was  arranged 
Attorney  Lansing  G.  Hoskins  and  Re- 
ceivers James  M.  Ryon  and  Lansing  S. 
Hoskins,  representing  the  railway,  ex- 
plained that  efforts  to  sell  the  property 
have  failed  because  none  would  assume 
the  burden  of  $72,345  that  the  line  owed 
the  municipalities  of  Geneva,  Waterloo 
and  Seneca  Falls. 

The  failure  of  city  buses  to  operate 
was  explained  in  a  letter  from  officers 
of  the  Geneva  Railway  Bus  Lines,  which 
set  forth  that  companies  carrying  in- 
surance cancelled  policies  for  non-pay- 
ment of  premium,  and  that  the  road 
could  not  operate  without  insurance 
under  its  franchise. 


Operation  Discontinued 
in  Lincoln 

The  Lincoln  Municipal  Street  Rail- 
way discontinued  operation  of  its  line 
in  Lincoln,  111.,  on  May  15  and  the  City 
Council  now  contemplates  selling  the 
line  and  equipment.  For  several  years 
the  line  has  been  operated  by  the  Illinois 
Public  Utility  Company  under  lease  at 
$1  a  year.  Recently  that  company  asked 
the  Council  for  permission  to  stop  oper- 
ation. C.  E.  Steinfort,  manager,  told 
the  Council  that  the  line  had  been  losing 
money  constantly.  The  line  was  5  miles 
long. 

Decision  on  Indiana  Merger 

Awaited 

A  compromise  basis  for  exchange  of 
securities,  announced  by  Halsey,  Stuart 
&  Company,  indicates  that  the  proposed 
merger  of  the  Terre  Haute,  Indianapolis 
&  Eastern  Traction  Company  and  the 
Central  Indiana  Power  Company,  under 
the  title  of  the  Indiana  Electric  Cor- 
poration, either  is  to  be  declared  opera- 
tive or  entirely  abandoned  soon  after 
July  1.  It  is  believed  the  exchange 
plan  will  be  acceptable  because  it  was 
proposed  by  committees  of  affected 
bondholders  and  stockholders  and  that 
the  merger  will  be  consummated.  The 
compromise  proposal  states  that  holders 
of  the  first  mortgage  bonds  of  three 
companies — Indianapolis  &  Northwest- 
ern Traction  Companv.  Indianapolis  & 
Martinsville  Rapid  Transit  Company 
and  Indianapolis,  Crawfordsville  &  Dan- 
ville Electric  Railway — are  to  receive  one 
share  of  Indiana  Electric  Corporation 
preferred  stock,  series  A,  for  each  $100 
principal  amount  of  bonds :  that  holders 
of  the  5  per  cent  cumulative  preferred 
stock    of    two    companies — Indianapolis 


&  Xorthwestern  Traction  Company  and 
Indianapolis,  Crawfordsville  &  Dan- 
ville Electric  Railway — are  to  receive 
Indiana  Electric  Corporation  preferred 
stock,  series  B,  on  a  par  for  par  basis. 
In  a  letter  submitting  the  compromise, 
the  Chicago  firm  said  that  after  the  ex- 
piration of  the  twenty-day  withdrawal 
period,  the  manager  will  check  the  se- 
curities then  on  deposit  under  the  plan 
and  agreement  as  amended  or  shall 
otherwise  have  assented  thereto,  to  de- 
termine whether  in  each  case  they  are 
sufficient  to  declare  the  plan  operative. 


Traffic  Increase  in  Tennessee 

Transportation  earnings  of  the  Ten- 
nessee Electric  Power  Company,  Chat- 
tanooga, Tenn.,  covering  the  operations 
of  the  Nashville  Railway  &  Light  Com- 
pany were  $3,314,225  in  1927,  compared 
with  $3,284,487  in  1926.  Approximately 
26  per  cent  of  the  gross  earnings  was 
derived  from  the  transportation  business. 
The  number  of  revenue  passengers  car- 
ried on  the  system  during  1927  was 
45,621,217,  or  approximately  the  same  as 
in  1926.  Figures  showing  the  revenue 
passengers  carried  were  contained  in  the 
atmual  report  of  the  board  of  directors 
to  the  stockholders.  For  the  past  five 
years  the  figures  are  as  follows : 


Revenue 
Calendar  Paasengera 

Years  Carried 

1923 45,929,865 

1924 45,057,283 

1925 45,489,991 

1926 45,615,025 

1927 45,621,217 


About  13  per  cent  of  the  capital  ex- 
penditures in  1927  was  used  in  the  trans- 
portation department.  In  that  depart- 
ment considerable  track  and  roadway 
construction  was  undertaken  on  various 
streets  in  Nashville  and  Chattanooga 
and  improvements  were  made  to  rolling 
stock  and  equipment. 


Discontinuance  on  One 
Long  Beach  Line 

The  Pacific  Electric  Railway  has  been 
authorized  by  the  California  Railroad 
Commission  to  discontinue  passenger 
service  on  its  Magnolia  Avenue  line  in 
the  City  of  Long  Beach.  Removal  of 
the  tracks  is  also  authorized. 


Loss  on  Salt  Lake  &  Utah 

The  Salt  Lake  &  Utah  Railroad,  Salt) 
Lake  City,  Utah,  finished  the  year  19271 
with  a  deficit  of  $231,102.    In  the  report : 
filed  by  the  company  the  great  decrease 
in  revenues  and  heavy  interest  and  taxes 
were  cited  as  the  cause  of  this  condition. 
Operating  revenues  in  1927  were  $638,-1 
289,  which  was  $92,841   less  than  the  I 
amount    received    in    1926.     Expenses 
were  $623,723,  or  $16,627  more  than  in 
1926.     The  total   corporate   surplus  of 
the  company  showed  a  deficit  of  $428,895 
at  the  close  of  1927. 


Report  of  New  York  Railways 

The  New  York  Railways,  operating 
75  miles  of  underground  conduit  sur- 
face lines  in  the  Borough  of  Manhattan, 
reports  earnings  for  the  year  ended 
Dec.  31,  1927.  compared  with  the  vear 
1926: 


1927  1926 

5  cent  cash  fares $6,252,640  $6,506,229 

2  cent  revenue  transfers 1 38,5 1 4        1 57,9 1 6 

Other  transfer  fares 1,086  1,269 

Total $6,392,240  $6,655,415 

Other  operating  revenues 515,679        523,317 

Total  operating  revenues. . .   $6,907,920  $7,188,732 

Total  operating  expenses 5,421,255     5,473,058 

Taxes 478,191        515,065 

Operating  income $I,.008,47S  $1,200,609 

Non-operating  income 102,923  69,096 

Ornw  income $1,111,398  $1,269,705 

Interest  on  funded  debt 268,010        231,354 

Controlled  companies,  account 

operation 501,513        506,060 

Other  deductions 21 3,089        1 74,924 

Net    income    available    for 

other  charges *$I28,785    *$3S7,368 

*Ezcludes  accumulated  and  unpaid  interest  on  in 
come  bonds  which  interest  has  not  been  declared  due 
and  pavable  and  claims  of  minority  stookholdings  ia 
controlled  companies,  if  any. 


Net  Loss  of  ^171,853  in  Portland 

In    the    report    of    the    Cumberland 
County   Power   &   Light   Company   fori 
the  fiscal  year  ended  Dec.  31.   1927,  it  j 
is   stated  that   operation   of   the   leased  j 
railroad,   the   Portland   Railroad.   Port- 
land, Me.,  showed  a  continuing  decrease  i 
in  gross  receipts  and  an  increase  in  the 
net  deficit.     Reference  is  made  to  the] 
intention  of  the  company  to  petition  the 
commission  for  authority  to  discontinue  ' 
some  portions  of  the   railroad  mileage 
which    yielded    revenue    far    below    the 
cost  of  service.     Where  practicable,  the 
company  will,  if  approved  by  the  com- 
mission, provide  bus  service  to  former 
railway  territory. 

The  report  of  the  Portland  Railroad 
follows : 


INCOME  ACCOUNT  FOR  THE  YEAR  ENDED 

DEC.  31,  1927,  FOR  THE  PROPERTY  LEASED 

FROM  PORTLAND  RAILROAD 

Gross  earnings $1,296,423 

Operating  expenses,  maintenance  and 
taxes  (including  retirement  appropri- 
ation $120,600) 1,120,729 

Net  earnings $175,694 

Rent  for  leased  properties 263,548 

Gross  income  (deficit) $87,853 

Deduction  from  gross  income: 
Bond  and  otlier  interest  charges 84,000 

Net  loss  for  the  year $171,853 


San  Jose  Railroads  Report 

The  San  Jose  Railroads,  operating  in 
San  Jose,  Cal.,  reports  to  the  Railroad 
Commission  its  1927  operating  revenue 
at  $366,881  compared  with  $385,545  for 
1926.  Operating  expenses,  excluding 
taxes  for  1927,  are  reported  at  $306,613, 
and  at  $348,034  for  1926,  leaving  a  net 
operating  revenue  of  $60,267  for  1927. 
and  $37,511  for  1926.  During  1927 
taxes  charged  to  operation  amounted  to 
$29,943,  and  for  1926  to  $25,265.  Adding 
to  the  operating  income  the  non-operat- 
ing income  of  the  company  and  deducting 
non-collectible  revenue  and  rents,  results 
in  a  gross  corporate  income  of  $36,785 
for  1927,  and  $13,749  for  1926. 


June  16, 1928 


ELECTRIC   RAILWAY  JOURNAL 


1013 


E.  L.  Phillips 


Engineer  who  has  worked  unobtrusively  for  years  arranges  to 

take  over  Rochester,  Syracuse  and  Utica  trolleys 

from  New  York  Central  Railroad 


FINANCIAL  engineer.  That  is  the 
term  which  fits  best  E.  L.  Phillips, 
announced  on  June  13  as  having  ar- 
ranged on  behalf  of  himself  and  asso- 
ciates to  take  over  the  Mohawk  Valley 
Company  and  the  New  York  State  Rail- 
ways operating  in  Rochester,  Syracuse. 
Utica  and  other  cities  from  the  New 
York  Central  Railroad  at  prices  esti- 
mated to  involve  more  than  $40,000,000. 

It  is  a  territory  not  new  to  Mr. 
Phillips,  this  one  in  Central  New  Y'ork, 
since  there  as  a  young  engineer  he 
helped  to  construct  some  of  the  roads 
of  which  he  now  becomes  the  owner. 
More  recently  he  has  had  a  hand  in 
the  growth  of  Central  New  York  com- 
munities through  the  Empire  Power 
Corporation  and  the  United  Gas  &  Elec- 
tric Corporation,  both  of  which  he 
serves  as  an  oflficer. 

About  Mr.  Phillips  the  usual  books 
of  biographical  reference  were  mute. 
Corporation  manuals  listed  his  name  in 
a  string  of  companies,  but  other  than 
these  facts  and  that  he  was  the  head  of 
the  engineering  firm  of  E.  L.  Phillips 
&  Company,  New  York,  there  appeared 
at  first  not  to  be  much  to  garner.  But 
E.  L.  Phillips  &  Company  is  not  a  new 
concern.  It  was  founded  by  Mr.  Phillips 
about  25  years  ago.  That  means  the 
company  was  started  shortly  after  the 
potentialities  of  the  light  and  power 
iiusiness  had  first  come  to  be  realized. 
And  few  men  had  a  keener  realization 
of  these  potentialities  than  did  Mr. 
Phillips. 

Not  so  long  before  the  founding 
of  the  firm  he  had  been  graduated 
from  Cornell  as  an  electrical  and 
mechanical  engineer.  It  was  practical 
■experience  that  the  young  engineer 
wanted,  and  this  he  obtained  in  turn 
with  the  Sprague  Electric  Company,  the 
Otis,  the  de  Laval  and  the  telephone 
companies.  But  that  wasn't  enough. 
Westinghouse,  Church,  Kerr  &  Com- 
pany were  at  that  time  installing  plants 
in  all  parts  of  the  country  and  so  Mr. 
Phillips  joined  their  forces  as  an  engi- 
neer. The  record  of  that  company,  if 
it  were  written,  would  be  largely  the 
record  of  the  country  in  certain  kinds 
•of  engineering  and  development  work, 
and  in  that  work  Mr.  Phillips  partic- 
ipated actively. 

As  has  been  indicated  before,  there 
stands  to  his  credit  no  small  part  of 
the  engineering  work  done  on  certain 
Toads  in  New  York  State  and  in  the 
Central  West.  And  among  the  roads 
"best  known  at  that  time  in  the  con- 
struction of  which  Mr.  Phillips  played  a 
large  part  was  the  Detroit,  Ypsilanti  & 
Ann    Arbor    road,   projected   originally 


to  be  built  through  to  Chicago,  but 
later  becoming  a  part  of  the  Detroit 
United  System. 

Meanwhile  came  the  formation  of 
E.  L.  Phillips  &  Company,  a  desire  Mr. 
Phillips  had  nurtured  for  some  time. 
And  following  the  founding  of  the  new 
company  gradually  came  the  entrance 
of  Mr.  Phillips  into  the  financial  side 
of  the  light  and  power  industry.  At 
first  construction  and  engineering  was 
the  aim  of  the  company,  but  it  was  only 
a  step  from  that  into  management  and 


E.  L.  Phillips 

finance.  And  so  becomes  logical  the 
list  of  offices  which  Mr.  Phillips  now 
fills,  notable  among  them  that  of  chair- 
man of  the  board  of  the  United  Gas  & 
Electric  Corporation,  controlling  a 
score  or  more  of  utilities  through- 
out the  country,  some  of  them  in 
the  very  territory  where  operate  the 
companies  into  which  Mr.  Phillips  and 
associates  have  now  arranged  to  buy. 

If  there  is  any  company  with  which 
Mr.  Phillips  is  identified  in  which  he 
takes  a  special  interest  it  is  the  Long 
Island  Lighting  Company.  That  com- 
pany, with  a  few  exceptions,  now  does 
the  entire  lighting  and  power  business 
on  Long  Island  east  of  the  line  which 
marks  the  boundary  of  Greater  New 
York.  Mr.  Phillips  was  quick  to  see 
the  future  there.  His  start  on  Long 
Island  was  made  in  the  acquisition  of 
several  small  properties,  but  it  was  not 
long  before  he  and  his  associates,  by 
one  acquisition  after  another,  had 
evolved  the  present  well-ordered  and 
ably-managed     Long     Island     Lighting 


Company.  Other  so-called  I'liillips  in- 
terests on  Long  Island  are  t!ie  Kings 
County  Lighting  Company,  operating 
in  south  Brooklyn  and  Coney  Island, 
and  the  Queens  Borough  Gas  &  Electric 
Company,  which  should  not  be  con- 
fused with  the  New  York  &  Queens 
County  Electric  Company,  a  New  York 
&  Edison  Company  interest.  In  addi- 
tion a  Phillips  interest  is  the  New  York 
Central  Electric  Company,  oi)erating  in 
Auburn,  Geneva,  Hornell  and  about 
twenty  other  places  in  central  New 
York.  This  in  part  is  the  record  of 
the  man  who  is  the  principal  figure  in 
this  $40,000,000  deal  announced  on 
June   13. 


C.  F.  McAuliff  Honored  by 
Purchasing  Agents 

C.  F.  McAuliff,  purchasing  agent  and 
assistant  to  the  vice-president  in  charge 
of  operation  of  the  Texas  Electric  Rail- 
way, Dallas,  Tex.,  was  elected  vice- 
president  of  the  National  Association  of 
Purchasing  Agents  at  the  thirteenth 
annual  convention  of  the  association, 
held  in  Kansas  City  May  28-31.  He 
has  been  with  the  Texas  Electric  Rail- 
way for  the  past  fifteen  years. 

Mr.  McAuliff's  first  railroad  experi- 
ence was  with  the  New  Y'ork  Central 
in  the  maintenance  of  way  department. 
He  went  to  Texas  when  the  interurban 
line  from  Dallas  to  Waco  and  the  line 
from  Dallas  to  Corsicana  were  being 
constructed.  He  was  born  in  Peekskill, 
N.  Y.,  in  1892.  He  attended  public 
school  and  Worrall  Hall  Military 
Academv. 


Obituary 


Frank  J.  Linforth,  assistant  to  the 
general  manager  of  the  Market  Street 
Railway,  San  Francisco.  Cal.,  and  edi- 
tor since  1922  of  Inside  Track,  the  com- 
pany's employee  magazine,  died  recently. 
He  entered  the  employ  of  the  Market 
Street  Railway  as  a  conductor  in  Sep- 
tember, 1908.  Later  he  served  as  night 
clerk  and  was  in  succession  day  clerk, 
investigator  and  inspector  of  applicants 
in  the  employment  department.  In  July, 
1923,  he  was  appointed  superintendent 
of  employment  and  training.  It  was 
said  that  much  of  the  success  of  the  com- 
pany's personnel  policies  was  attributed 
to  Mr.  Linforth's  close  application  to 
the  solution  of  employment  problems. 

Before  going  to  the  Market  Street 
Railway  Mr.  Linforth  had  been  a  cap- 
tain of  constabulary  in  the  Philippine 
Islands.  He  was  educated  at  Notre 
Dame  University.  He  was  one  of  the 
original  contributing  editors  to  Byllesby 
Management. 

Joseph  Garfield  Robertson,  for- 
merly in  charge  of  signal  operations  for 
the  Connecticut  Company,  Hartford, 
Conn.,  died  on  May  14.  Mr.  Robertson 
left  the  Connecticut  Company  about  two 
years  ago  to  supervise  installations  on 
the  Shore  Line  in  Guilford,  Conn.  He 
was  47  vears  old. 


1014 


ELECTRIC   RAILWAY  JOURNAL 


fo/.71,.Vo.24 


Manufactures  and  the  Markets 


^^^ 


Good  Outlook  for  Second 
Half  of  Year 

The  outlook  for  the  second  half  of 
1928  is  for  a  continuance  of  the  gen- 
erally good  business  which  has  obtained 
during  the  first  period  of  the  year,  ac- 
cording to  the  Harvard  Economic  Bu- 
reau. A  seasonal  decline  is  in  prospect, 
of  course,  though  the  recent  strength  in 
commodity  markets  suggests  that  the 
periodic  curtailment  of  manufacturing 
output  will  be  moderate.  Later  there 
may  be  political  developments  which 
will  slow  down  the  autumn  expansion, 
although  nothing  definite  can  be  known 
this  early  in  the  year.  But  this  influ- 
ence, like  the  seasonal  influence,  operates 
at  the  present  time  on  the  side  of  business 
conservatism,  fundamentally  a  healthy 
condition.  The  spring  expansion  of 
manufacturing  output  has  been  moder- 
ate, and  commercial  credits  appear  to  be 
liquid.  Already  commercial  borrowings 
are  below  the  spring  peak. 

Uniformity  of  trends  in  leading  in- 
dustries cannot  be  anticipated  during  the 
next  several  months.  However,  taking 
a  broad  view  of  the  industrial  situation, 
the  Standard  .Statistics  and  Securities 
Service  believe  that  the  mere  term  pros- 
pect is  generally  more  favorable  than  at 
this  season  in  the  past  several  years. 
Not  only  will  the  seasonal  letdown  this 
summer  be  comparatively  moderate,  but 
there  is  sound  basis  for  the  belief  that 
an  excellent  seasonal  recovery  will 
occur  during  the  fall. 

The  National  City  Bank  reports  that 
never  before  has  business  been  so 
solidly  intrenched  in  cash  and  so  un- 
encumbered with  inventory.  A  few 
over-extended  spots  can  be  found,  as  al- 
ways, but  nothing  which  in  the  event  of 
liquidation  would  cause  more  than  a 
local  disturbance. 


Banking  and  Credit 
Conference  Held 

One  hundred  economists,  bankers, 
manufacturers  and  representatives  of 
farm  and  labor  organizations  met  on 
June  4  in  Washington,  D.  C,  under  the 
auspices  of  the  Qiamber  of  Commerce 
of  the  United  States  to  consider  ques- 
tions in  relation  to  the  country's  bank- 
ing and  credit  machinery. 

The  discussion  of  the  conference  cen- 
tered upon  the  tentative  report  of  a 
special  committee  which  for  the  past 
year  has  been  making  a  study  of  bank- 
ing and  credit  problems.  The  object  of 
this  committee  is  to  make  recommenda- 
tions looking  to  possible  improvements 
to  meet  changing  conditions  of  all 
classes  of  business  and  industrial  ac- 
tivity. 

In  addition  to  the  main  report  of  the 
committee,  dealing  principally  with  the 
federal  reserve  system,  the  conference 
had  before  it  auxiliary  reports  on  "Bet- 


ter Banking  Under  the  Federal  Reserve 
System,"  "Rediscount  Operations  of  the 
Federal  Banks,"  "Open  Market  Opera- 
tions of  the  Reserve  Banks,"  "Guides 
to  Reserve  Credit  Policy,"  "Structure 
and  Control  of  Federal  Reserve  Sys- 
tem," "Reserve  Requirements  for  Re- 
serve and  Member  Banks,"  "Federal 
Reserve  Notes  and  Other  Currency," 
and  "Membership  of  the  Reserve 
System." 

The  purpose  of  the  conference  is  to 
bring  to  a  focus  upon  these  questions 
the  widest  and  most  representative  opin- 
ion, preliminary  to  the  drafting  of  the 
final  reports  of  the  committee  to  be  made 
later  in  the  year. 


South  Shore  Improvements 
to  Continue 

An  addition  of  3,300  ft.  of  double 
track  in  Gary,  Ind.,  will  be  in  opera- 
tion on  the  South  Shore  Line  with  com- 
pletion of  the  increased  Virginia  Street 
siding,  east  of  Gary  station,  in  the  next 
two  months. 

Grading  for  this  new  improvement, 
which  will  extend  the  present  siding 
eastward  from  Virginia  Street,  is  al- 
ready finished,  and  the  installation  of 
the  materials  including  100-lb.  rail, 
creosoted  ties,  and  plates  will  soon  be 
started. 

The  Virginia  Street  track  will  be  the 
third  rail-laying  work  to  be  undertaken 
this  season  by  the  South  Shore  Line. 
Ten  and  one-half  miles  of  new  100-lb. 
rail,  and  a  4,200-ft.,  high-speed  siding 
signal-protected,  are  the  other  two  jobs, 
both   being  nearly  completed. 


Far  Sighted  Purchasers  Invite 
Proper  Price 


MANY  are  prepared  to  accept  as  a 
settled  conviction  the  principle  that 
the  continued  prosperity  of  one  rests  on 
the  success  of  many;  that  whenever  a 
business  man  serves  well  an  industry  of 
which  his  particular  enterprise  is  a  part, 
in  the  long  run  he  will  serve  his  enter- 
prise most.  Conversely,  any  action  he 
takes  contrary  to  the  general  welfare 
reacts  upon  him  to  his  distinct  and 
usually  greater  disadvantage.  In  an 
address  by  W.  W.  Nichols  before  the 
Purchasing  Agents  Association,  he 
brought  out  that  in  accepting  this  prin- 
ciple, one  that  was  laid  down  by  him, 
the  conclusion  follows  that  the  success 
of  the  vendor  is  distinctly  the  concern 
of  the  purchaser  and  the  success  of  the 
vendor  is  of  greatest  consequence  to  the 
ultimate  success  of  the  purchaser.  So 
little  thought  is  given  to  this  on  the  part 
nf  the  purchaser  that  many  times  he  ap- 
plies unintentional,  perhaps,  though 
none  the  less  active,  opposition  to  the 
vendor's   efforts  to   supply   the   require- 


Exhihitograph  No,  12 
IF 

You  Have  Never 

Exhibited    Before 

Don't 

Miss  Doing  So  This  Year 

at  the 

A.E.R.A.  Show 

IT 

will  be  the 

Biggest  and  Best  Ever 

Cleveland,  Ohio 
Sept.  22  to  28  inclusive 


nients  demanded  of  him ;  too  mailv  pm- 
chasing  agents  defeat  their  ends  bv 
giving  too  exclusive  attention  to  a  fac- 
tor which,  in  the  common  estimate, 
crowns  their  transaction,  viz..  Price; 
"too  exclusive"  because  it  belittles  their 
consideration  and  warps  their  judgment 
as  to  the  merits  of  other  factors,  which 
are  often  of  greater  importance. 

For  several  years  the  heavy  machin- 
ery industry  has  given  heed  to  a  costiv 
impropriety  incurred  in  furnishing  the 
working  drawings  required  with  the 
proposals  which  purchasing  agents 
invite.  Unquestionably  this  practice 
was  originally  prompted  by  an  occa- 
sional and  recognized  necessity,  but  the 
purchasing  agent  and  his  engineer,  the 
real  instigator,  have  taken  an  unfair  ad- 
vantage of  an  opportunity,  to  create 
many  abuses  in  this  particular.  Crib- 
bing legally  protected  information,  a 
ruthless  disregard  of  patent  and  other 
rights  became  so  offensive  as  to  have 
invited  the  consideration  of  our  national 
asssociations  of  engineers  and  others 
until  there  has  risen  a  conscientious 
opinion,  with  a  reference  to  certain 
ethical  claims,  formerly  never  in  evi- 
dence. 

Other  instances  of  like  character  can 
be  offered  to  prove  how  an  action,  orig- 
inally harmless  in  intent,  can  easily  lead 
to  insincere,  unfair  and  dishonorable 
practices,  promfted  in  the  individual  as 
opposed  to  the  public  interest,  with  a 
marked  tendency  to  a  moral  obliquity 
sadly  demoralizing  to  good  business 
practices. 

None  will  deny  that  the  manufacturer 
is  entitled  to  a  proper  return  on  his 
investment  of  brains  and  money.  Need- 
less price  cutting,  which  too  frequently 
constitutes  the  purchasing  agent's  one 
aim.  cannot  but  work  to  the  positive 
disadvantage,  sooner  or  later,  of  his  own 
interests.  When  a  purchasing  agent 
conspires    and,    by    questionable   tactics, 


June   16.  1928 


ELECTRIC   RA'LWAY   JOLRXAI. 


1015 


pits  one  bidder  against  another  until 
the  low  price  in  the  first  instance  has 
been  cut  even  to  less  than  cost,  he  un- 
wittingly inflects  on  his  own  company 
the  resulting  effect,  in  more  senses  than 
one. 

The  vendor  who  accepts  orders  which 
sustain  losses  can  only  stay  in  business 
by  carrying  these  losses  to  future  orders. 
He  does  this,  of  course,  by  increasing 
his  overhead  charges,  which  will  be  un- 
avoidably included  in  his  future  esti- 
mates. If  he  is  not  accorded  the  profits 
his  enterprise  requires,  he  cannot  ad- 
vance, for  after  paying  the  necessary 
returns  on  his  investment,  he  will  have 
too  little  left  for  that  progress  in  engi- 
neering, improvement  in  design  and 
effectiveness  the  purchaser's  own  par- 
ticular success  requires. 

Within  the  year  the  General  Motors 
Corporation,  confronted  with  proof  that 
a  contemplated  purchase  of  certain  raw 
material,  at  the  price  bitter  competition 
induced,  threatened  the  existence  of  the 
industry  supplying  it,  voluntarily  allo- 
cated its  orders  at  an  advance  over 
quoted  prices,  in  order  to  preserve  an 
industry  in  which  it  had  a  vital  concern. 
In  this  way,  and  only  in  its  own 
protection,  did  General  Motors  make 
it  possible  for  another  industry  to 
manufacture  profitably,  and  thus  gave 
recognition  to  an  economic  principle : 
short-sighted  purchasing  policies,  fo- 
cused solely  on  the  gains  of  the  moment, 
never  insure  lasting  benefits. 

We  need  the  firm  and  compelling  con- 
viction, particularly  in  business,  that,  as 
it  has  been  truly  said,  "Whatever  is 
economically  sound  is  ethically  sound, 
and  whatever  is  ethically  unsound  is 
economically  unsound."  Much  trouble 
can  be  chargeable  to  one's  willingness 
to  do  that  for  his  business  connection 
he  would  not  think  of  doing  for  himsel!. 

The  chief  need  of  the  executive  in 
every  department  of  business  is  a  high 
I  moral  understanding — an  instinct,  with 
the  moral  courage  to  follow  its  dictates. 
This  exists  to  day  to  a  greater  degree 
than  twenty  years  ago.  It  is  not  diffi- 
cult to  believe  that  our  business  stability 
and  its  success  can  be  attributed  largely 
to  this  marked  improvement  in  business 
conduct  with  a  more  settled  and  sensible 
reference  to  the  Golden  Rule  of  business. 
Integrity  in  business  means  much  more 
now  than  formerly.  Very  properly  the 
buyer  requires  honest  values.  Why 
should  he  not  strive  to  give  corre- 
spondingly honest  prices  ? 


Substitution  Suggested  for  Part 
of  Pennsylvnia  Line 

The  Southern  Pennsylvania  Traction 
Company,  Chester.  Pa.,  has  applied  to 
the  Public  Service  Commission  for  per- 
mission to  remove  its  tracks  between 
Media  and  Glen  Riddle  and  substitute 
buses  for  cars  between  those  points. 
P.  T.  Reilly,  manager  of  the  company's 
railway  department,  has  informed  Com- 
missioner Benn  that  it  would  cost  $54,- 
638  to  keep  the  railway  in  operating  con- 
dition during  the  next  two  or  three 
years.    The  application  was  not  opposed. 


Changes  in  Harvard  Advertising 
Awards  Announced 

Announcements  of  provisions  of  the 
Harvard  Advertising  Awards  of  1928 
are  now  being  mailed.  Campaign  awards 
of  $2,000  each  will  be  made  as  follows : 

1.  For  a  national  campaign  of  a  specific 
product. 

2.  For  a  local  campaign  for  a  specific 
product  or  merchandise. 

3.  For  a  general  or  institutional  cam- 
paign. 

4.  For  a  campaign  of  industrial  products. 

In  submitting  material  a  brief  will 
not  be  required,  nor  should  the  adver- 
tisements be  mounted.  A  statement  of 
600  words  giving  pertinent  facts  con- 
cerning the  campaign  is  the  only  neces- 
sary material  to  accompany  advertise- 
ments themselves. 

Among  the  individual  awards,  a  new 
prize  of  $1,000  wjjl  be  offered  this  year 
for  the  advertisement  most  effective  in 
its  use  of  display  line.  In  addition  there 
will  be  the  prizes  for  the  most  effective 
use  of  text,  of  pictorial  illustration,  and 
of  typography.  The  award  for  the  best 
combination  use  of  text  and  illustration 
has  been  discontinued. 

The  award  for  the  best  advertising 
research  has  also  been  discontinued,  be- 
cause of  the  belief  of  the  Harvard 
authorities  that  this  award  had  not  been 
a  stimulus  for  more  effective  research 
work. 

The     cold     medal     frr    distinguished 


service  to  advertising  is  again  included 
among  the  awards  to  be  offered. 

It  is  planned  next  year,  according  to 
Assistant  Dean  D.  W.  Malott  of  the 
Harvard  Business  School,  through 
which  the  awards  are  administered, 
to  publish  the  results  of  the  awards,  with 
appropriate  comments  by  the  jury,  in  an 
effort  to  make  the  awards  of  further 
service  to  the  advertising  profession. 

The  awards  were  founded  by  Edward 
W.  Bok  in  1923.  This  year  marks  the 
fifth  for  this  series  of  prizes. 


C.  A.  Terry  Elected  on 
Westinghouse  Board 

Election  of  directors  and  modifica- 
tion of  the  by-laws  marked  the  annual 
meeting  of  stockholders  of  Westing- 
house  Electric  &  Manufacturing  Com- 
pany held  in  the  compay's  East  Pitts- 
burgh headquarters  on  June  13. 

Of  the  four  directors  upon  whom 
action  was  taken,  three,  whose  terms 
had  expired,  were  re-elected.  These 
were  Joseph  W.  Marsh,  of  General 
Cable  Company,  H.  H.  Westinghouse, 
of  Westinghouse  Air  Brake  Company, 
and  Albert  H.  Wiggin,  of  Chase  Na- 
tional Bank.  The  new  director,  Charles 
A.  Terry,  Westinghouse  Electric  vice- 
]iresident,  takes  the  directorship  left 
vacant  by  the  death  of  Gen.  Guy  E. 
Tripp. 

Change  in   the  by-laws  under  which 


Specifications  on  100  Cincinnati  Cars 


One  hundred  cars  to  cost  $1,300,000 
have  been  ordered  by  the  Cincinnati 
Street  Railway,  Cincinnati,  Ohio,  from 
the  Cincinnati  Car  Company,  as  men- 
tioned in  the  May  19  issue  of  the 
Journal.  The  cars  are  of  the  single- 
end,  double-truck,  quick  loading  type 
with  front  entrances  and  center  exits. 

Each  car  is  44  ft.  7g  in.  long,  8  ft. 
3i  in.  wide  and  weighs  31,000  lb.     The 


bodies  are  of  steel  construction  and  spe- 
cial attention  has  been  given  to  the 
elimination  of  noise.  The  car  fronts 
will  be  fitted  with  non-shatterable  glass. 
The  center  exit  doors  will  be  treadle 
operated.  Cross  seats  will  be  used  ex- 
cept on  one  side  of  the  front  section 
where  longitudinal  seats  will  be  in- 
stalled. Further  specifications  are  given 
below. 


Ujo'W 


-  ,y'-/ 


Type  of  unit.  .One-man,  two-man,  motor,  passenger 
city,  single  end,  double  truck 

Number  of  seats 50 

Date  of  order May  1 7 

Delivery Beginning  July   I.    1928 

Weight,  total 31,000  lb. 

Bolster  centers 25  ft.  8      in. 

Length  over  all ". 44  ft.  7^    in. 

Truck  wheelbase 5  ft.  4      in. 

Width  over  all 8  ft.  3J    in. 

Height,  rail  to  trolley  base 10  ft.  8 1^  in. 

Body. Semi-steel 

Roof Wood,  arch 

Doors Center  and  end,  folding 

Air  brakes.  .  .General  Electric,  with  safety  features 

Axles Annealed  steel,  A.E.R.E.A.  standard 

Car  signal  system Faraday  buzzers 

Control Type  K 

Curtain  fixtures...  50  cars  National  Lock  Washer, 
50  cars  Railway  Curtain  Company 

Curtain  material Pantasote 

Destination  signs Hunter  illuminated 

Door  mechanism National  Pneumatic 

Energy  saving  device Economy  meters 


Fare  boxes Cleveland 

Gears  and  pinions.. 50  cars  Westinghouse;  45  car 
Tool  Steel;  5  General  Electric 

Hand  brakes Cincinnati 

Heaters Railway  Utility  panel  tjTia 

Headlights Ohio  Brass  WDF  dash  Type 

Headlining i-in.  Agasole 

Interior  trim Cherry,  oxidized  bronze  trimminga 

Journal  boxes.  .Cincinnati  cast  steel,  spring  mounted 

Motors.  . 95   cars,   four   Westinghouse    510;    5   cars, 

four  G.E.-265,  inside  hung 

Sash    fixtures.. 90   cars   Curtain   Supply   Company 

10  cars  O.  M.  Edwards 

Seats Hale-Kilburn  deluxe  No.  108 

Seating  mat«rial Brown  Spanish  leather 

Slack  adjusters Anderson  automatic 

Steps Stationary 

Step  treads Cast  aluminum 

Trolley    catchers OB-I3I4I 

Trolley  base US-22A 

Trucks Cincinnati  Arch-bar  ty  (  e 

Ventilators Railway  Utility  Company 

Wheels Rolled    steel,    26    in.    diameter 

Wheelguards  or  fenders H-B  life  guard 


1016 


ELECTRIC  RAILWAY  JOURNAL 


yo[.7l,No.24 


the  fiscal  year  of  the  company  now 
conforms  with  the  calendar  year  was 
ratified.  Due  to  the  change  in  the  fiscal 
year,  the  annual  meeting  of  stock- 
holders will  be  held  in  the  future  on 
the  second  Wednesday  in  April  instead 
of  the  secpnd  Wednesday  in  June,  as 
has  been  the  custom. 


ELECTRIC  RAILWAY  MATERIAL  PRICES— JUNE  12,  1928 


New  Seats  for  Pacific 
Electric  Cars 

Plans  for  improvement  in  a  total  of 
198  passenger  cars  have  been  made  by 
the  Pacific  Electric  Railway,  Los  An- 
geles, Cal.  Representing  an  expendi- 
ture in  excess  of  $105,000,  the  work  to 
be  done  consists  largely  of  providing 
new  comfort-giving  features  to  existing 
interurban  equipment,  including  the  in- 
stallation of  1,260  new  heavily  cush- 
ioned double  seats. 

Plans  made  consist  of  improving  45 
of  the  railway's  950-class  cars  with  an 
improved  type  of  upholstered  seat.  Fin- 
ished in  brown  Spanish  leather,  these 
seats  are  to  be  of  deep  cushion  type, 
with  divided  back,  and  double  spring. 

In  addition,  the  open  sections  of  the 
45  cars  are  to  be  closed  in  to  avoid  the 
strong  winds,  cold  and  dampness. 

A  total  of  111  of  the  Pacific  Electric's 
800-class  interurban  cars  used  on  vari- 
ous lines  also  are  to  undergo  extensive 
improvements.  Plans  made  call  for  the 
removal  of  wooden  slat  seats  and  substi- 
tution of  upholstered  seats,  also  the  clos- 
ing in  of  all  open  sections. 

The  company's  1,000-class  cars,  42  in 
number,  are  to  be  improved  by  substitu- 
tion of  upholstered  seats  for  wooden 
seats. 

The  improvements  follow  betterments 

recently   made    by    installation   of   new 

relays  which  were  designed  to  provide 

additional  speed  through  faster  getaway. 

» 

Tire  Prices  Cut 

Reductions  in  tire  prices  of  from  4  to 
17  per  cent  have  been  made  by  the  Fire- 
stone Tire  &  Rubber  Company.  The 
average  reduction  on  all  classes  of  tires 
is  approximately  10  per  cent.  First 
grade  low  pressure  tires  were  reduced 
12i  to  15  per  cent;  third-grade  tires  4 
per  cent,  and  solirls  10  per  cent.  The 
extreme  reductitm  applies  only  to  prod- 
ucts that  now  are  almost  obsolete. 

The  cuts  were  promptly  followed  by 
the  Lee  Tire  &  Rubber  Company  and 
the  General  Tire  &  Rubber  Company, 
commensurate  reductions  being  made  in 
both  instances.  The  Kelly-Springfield 
Tire  Company  announced  that  it  would 
meet  the  reductions,  and  it  is  expected 
that  Goodyear,  Goodrich,  United  States 
Rubber,  Fisk  and  other  large  tire  manu- 
facturers will  follow  suit. 

Reductions  have  been  considered  in- 
evitable in  view  of  the  50  per  cent  de- 
cline in  crude  rubber  prices  that  took 
place  earlier  in  the  year.  Rubber  quo- 
tations were  just  under  40  cents  a  pound 
at  the  beginning  of  the  year,  but  drastic 
declines  took  place  when  announcement 
was  made  in  the  British  House  of  Com- 
mons that  a  commission  had  been  ap- 


Metals — New  York 

Copper,  electrolytic,  cents  per  lb 14.  525 

Lead,  cents  per  lb 6. 30 

Nickel,  cents  per  lb.,  ingot 35.00 

Zinc,  cents  per  lb 6.525 

Tin,  Straits,  cents  perlb 48.  50 

Aluminum.  98  or  99  per  cent,  cents  per  lb. .  23.90 
Babbitt  metal,  warehouse,  cents  per  lb.: 

Commercial  grade 53.00 

General  service 3 1 .  50 

Bituminous  Coal 

Smokeless  Mine  Run,  f .o.b.  vessel,  Hampton 

Roads,  gross  tons 4. 1  75 

Somerset  mine  run,  f.o.b.  mines,  net  tons. .  1.825 

Pittsburgh  mine  run,  Pittsburgh,  net  tons . .  1 .  775 

Frankbn,  111.,  screenings,  Chicago 1 .  70 

Central,  111,,  screenings,  Chicago 1 .  55 

Kansas  screenings,  Kansas  City 2 .  50 

Track   Materials — Pittsburgh 

Standard  steel  rails,  gross  ton $43.00 

Railroad  spikes,  drive,  A  in.  and  larger, 

oentsperlb 2.80 

Tie  plates  (flat  type),  cents  per  lb 2.  15 

Angle  bars,  cents  per  lb 2.75 

Rail  bolts  and  nuts,  cents  per  lb 3.90 

Steel  bars,  cents  per  lb 1 .875 

Ties,  white  oak,  Chicago,  6in.z8in.x8ft.. . .  $1 .40 

Hardware — Pittsburgh 

Wire  nails,  base  per  keg 

.Sheet  iron  (24  gage),  cents  per  lb 

Sheet  iron,  galvanized  (24  gage) ,  cents  per  lb. 

Galvanized  barbed  wire,  cents  perlb 

Galvanized  wire,  ordinary,  oentsperlb 

Waste — New  York 

Waste,  wool,  cents  perlb 

Waste,  cotton  (100  lb.  bale),  cents  per  lb.: 

Wiute 

iJolored 


2.60 

2.75 

3.6 

3.35 

3.10 


17.25 
13.5 


Paints,  Putty  and  Glass^ — New  York 

r.inscedoil  (5bbl.  lots),oentsperlb II    I 

White  lead  in  oil  (1001b.  keg),  cents  perlb.     13.75 

Turpentine  (bbl.  lots),  pergal $0,635 

Putty,  lOOlb.  tins,  oentsperlb 5.50 

Wire — New  York 

Copper  wire, oentsperlb 16.625 

Rubber-covered  wire.  No.  1 4,  per  1 ,000  ft .  .  5.3 

Weatherproof  wire  base,  oentsperlb 17  125 

Paving  Materials 

Paving  stone,  granite,  5  in.,  f.o.b. 

New  York — Grade  I ,  per  thousand $  1 50 

Wood  block  paving  3J,   16  lb.  treatment, 

N.  Y.,persq.yd.,  f.o.b $2.79 

Paving  briok  31x8U4,  N.  Y.,  per  1,000  in 

carload  lots,  f.o.b. 5 1  00 

Paving  brick  3x8 J  x4,  N.  Y.,  per   1,000  in 

carload  lots,  f.o.b 45 .  00 

Crushed  stone.  }-in.,  carload  lots,  N.  Y., 

percu.yd.,  delivered 3.375 

Cement,   Chicago   consumers*   net  prices, 

without  bags,  f.o.b 2.05 

Gravel,  l-in.,cu.yd.,  delivered 3.375 

Sand, cu.yd.,  delivered 2. 125 

Old  Metals — New  York  and  Chicago 

Heavy  copper,  cents  perl  b 12. 125 

Light  copper,  oentsperlb io.675 

Heavy  yellow  brass,  cents  per  lb 7.25 

Zinc,  old  scrap,  cents  perlb 3.  25 

Lead,  cents  per  lb.  (heavy) 4.875 

Steel  oar  axles,  Chicago,  net  ton $16.25 

Castironcar  wheels, Chicago, gross  ton. ..  .  i3  75 

Rails  (short),  Chicago,  gross  ton 15^50 

Rails  (relaying),  Chicago,  gross  ton  (65  lb. 

and  heavier) 28 .  50 

Machine  turning.^.  Chicago,  gross  ton 7. 


pointed  to  consider  the  advisability  of 
discontinuing  the  Stevenson  rubber  ex- 
port restriction  plan.  On  April  4 
Premier  Baldwin  announced  that  all 
restrictions  would  be  abandoned  on 
Nov.  1,  and  rubber  dropped  thereafter 
to  19  cents. 

ROLLING  STOCK 

Pacific  Electric  Railway,  Los  An- 
geles, Cal.,  is  calling  for  bids  for  four 
62-passenger  motor  coaches,  eight  60- 
passenger  trail  coaches  and  six  S2-com- 
bination  passenger  and  baggage  coaches, 
bids  receivable  to  noon  June  25  at  the 
Los  Angeles  office. 

United  Electric  Railways,  Provi- 
dence, R.  I.,  is  considering  plans  for 
the  purchase  of  SO  cars. 

Pittsburgh  Railways,  Pittsburgh, 
Pa.,  has  decided  to  equip  fifteen  interur- 
ban cars  of  the  3,700  series  with  in- 
dividual bucket-type  seats. 

MoNTRKAL  Tramways,  Montreal, 
Quebec,  Canada,  is  reported  to  be 
planning   approximately  25   new   cars. 

Hydro-Electric  Railways,  Toronto, 
Canada,  is  rumored  to  be  making  plans 
for  eight  interurban  cars. 

Delaware  Power  Company,  Wil- 
mington, Del.,  has  been  asking  for  bids 
on  ten  new  cars. 

TRACK  AND  LINE 

British  Columbia  Electric  Rail- 
way, Vancouver,  B.  C,  Canada,  will 
relay  car  tracks  on  Pender  Street  West. 
The  portion  between  Granville  and 
Nicola  Streets  will  be  relaid  on  existing 
foundations  and  from  Nicola  to  Cartlero 
Streets  on  new  foundations.     The  com- 


pany intends  to  rebuild  about  2,000  ft. 
of  double  track  with  permanent  standard 
construction. 

Oklahoma  Railway,  Oklahoma  City, 
Okla.,  is  making  preliminary  plans 
for  a  1.3-mile  track  extension  of  the 
Las  Vegas  car  line  in  Oklahoma  City, 
at  an  approximate  cost  of  $35,000. 

SHOPS  AND  BUILDINGS 

Southern  Indiana  Gas  &  Electric 
Company,  Evansville,  Ind.,  will  make 
extensions  on  its  power  plant  and  sys- 
tem to  cost  about  $350,000. 

Wisconsin  Power  &  Light  Com- 
pany, Madison,  Wis.,  will  soon  take 
bids  for  power  plant  changes  to  cost 
$100,000.  The  company  is  also  making 
plans  for  an  equipment,  storage  and  dis- 
tributing plant  to  cost  about  $30,000. 


TRADE  NOTES 


Canadian  General  Electric  Com- 
pany, Peterboro,  Ontario,  Canada,  will 
spend  $1,500,000  on  building  and  new 
equipment. 

J.  K.  B.  Hare,  recently  manager  of 
the  Columbus,  Ohio,  office  of  the 
Westinghouse  Electric  &  Manufacturing 
Company,  has  been  appointed  assistant 
central  station  sales  manager,  with 
headquarters  at  150  Broadway,  New 
York,  N.  Y. 

BoTFiELD  Refractories  Company, 
Philadelphia,  Pa.,  announces  that  the 
Builders  &  Industrial  Supply  Company, 
Toledo,  Ohio,  has  been  appointed  dis- 
tributor for  the  Toledo  district. 

Heywood  -  Wakefield      Company,. 
Boston,  Mass.,  has  appointed  George  E. 
Cornwall  supervisor  of  its  railway  sales : 
division. 


June  16, 1928 


ELECTRIC  RAILWAY  JOURNAL 


23 


Boston  El 


places  ten  new  cars  in 

service — each  equipped  with  a 

"Peacock" 
Staffless  Brake 


! 

1 

[L 

1 

f 

s 

1 
! 

SiBIf'tIiIp*""  t" 

1 

AIk.  ....  fJI^B 

1 

mVI 

These  one-man,  two-man  cars  will  seat 
46  passengers 


One  of  the  recent  news  items  of  the  industry  is 
the  replacement  of  the  old  box  cars  in  service  in 
South  Boston  by  ten  new  semi-steel  cars.  These 
cars  were  built  for  the  Boston  Elevated  Railway, 
by  Laconia  Car  Company,  Laconia,  N.  H.  They 
are  of  the  one-man,  two-man  double-end,  double- 
truck  type,  each  weighing  31,462  lb.,  with  an  over- 
all length  of  45  ft.  and  a  seating  capacity  of  48. 

As  an  assurance  of  safety  each  cur  is  equipped 
with  a  "Peacock"  Staffless  Brake — light  in  weight, 
positive  and  unfailing  in  action,  occupying  little 
space  and  capable  of  tremendous  braking  power. 

We  always  welcome  inquiries  about  the  many  ad- 
vantages of  the  peerless.  "Peacock." 


The 

'Peacock' 

Staffless 


One  of  the  ten  semi-steel   cars  reteiuiy  delivered  to  the  Boston  Elevated  Railway 


National  Brake  Co.,  Inc. 

890  Ellicott  Sq.,  Buffalo,  N.  Y. 

Canadian  Representative 
Lyman  Tube  8c  Supply  Company,  Limited,  Montreal,  Canada 


24 


ELECTRIC  RAILWAY  JOURNAL 


June  16,1928 


— Seating  Style 


Inaugurated  by  Pittsburgh  Railways  Co. 
using  specially  designed  Hale  &Kilburn  Seats 


These  seats  and  their  arrangement  represent  an  effort  to 
obtain  the  maximum  passenger  comfort,  together  with  dura- 
bility under  constant  traffic  conditions.  Pittsburgh  Railway 
executives  feel  that  passengers  object  to  physical  contact 
with  other  passengers  encountered  in  double  seats,  and 
that  they  also  dislike  riding  on  longitudinal  seats  facing 
riders  on  opposite  side  of  car.  Executives  and  engineers  of 
the  Pittsburgh  Railway  Company  cooperated  with  our  or- 
ganization in  developing  a  seat  to  overcome  these  objections. 
Individual  Chair  No.  90S  set  at  an  angle,  accomplishes  this, 
and  it  is  hoped  that  it  will  prove  standard  in  design  and 
arrangement.  Pittsburgh's  two  experimental  cars  as  well 
as  fifteen  standard  city  type  cars  are  already  equipped  with 


chairs  of  this  type,  finished  in  rattan,  with  steel  backs  to 
prevent  mutilation.  Cushions  are  circular  and  may  be 
turned  to  three  positions,  distributing  wear.  A  sanitary 
features  makes  cleaning  easy  and  prevents  collection  of  dust. 

This  same  chair,  upholstered  in  plush  and  leather,  is  also 
being  made  for  30  Pittsburgh  interurban  cars,  fifteen  of 
which  are  new,  and  the  rest  redesigned  for  the  new  seating 
arrangement. 

This  represents  another  H.  &  K.  pioneering  job — the  ability 
to  adapt  comfortable,  long  wearing  seats  to  modern  trans- 
portation needs. 


HALE  &  KILBURN  COMPANY 

General  Offices  and  Works:  1800  Lehigh  Ave.,  Philadelphia 

SALES  OFFICES: 

H«lc  It  Kllbum   Co.,   ar»b>r  RIdii..   New  York  T.  C.   Colemm  &  Son,   Starks  Bide..  Ix>ulsvllle 

H»l«    It    Kllbum   Co.,    Mccormick    Blile..    Chlciiio  W.  L,   Jefferien.   Jr.,   Mutual  Bldg.,   Rlclunond 

E.   A.    Thornwell,   Cuidlir   Bldii.,   AUaqla  W,  D,   Jenklnn,  Praetorian  BldE..  Dallas.  Texai 

Prank    F.  Bodler.  90S    Monadnock    Bids.,  8an    Franclwo  H.   M.  Euler  146  N.   Sixth  St..   Portland,  Oremm 

C.    8.   Wright  Co.,    08   Temperance  St.,    Toronto,    Ont. 


June  16,  1928 


ELECTRIC  RAILWAY  JOURNAL 

Try  This 


25 


TIRE  COST 


Plan 


and  we'll  let  SiLVERTOWNS 
do  their  oivn  selling 


CAN  SILVERTOWNS  give  you  a 
lower  cost  per  mile?  Can  the 
Goodrich  Water  Cure  process  of  man- 
ufacture cut  down  your  repair  costs? 
Can  the  number  of  roadside  tire 
changes  be  reduced? 

We  leave  these  answers,  and  many 
more,  to  the  simple  record  plan  shown 
here.  These  cards  will  be  supplied 
on  request.  Put  a  pair  of  Silvertowns 
on  each  bus  or  truck  in  your  fleet. 
Keep  records  like  this  for  all  your 
I  tires — and  the  facts,  the  savings  you 
discover,  will  sell  you  Goodrich 
Heavy  Duty  Silvertowns! 

Goodrich  construction  makes  this 

statement  possible.    Extra  rubber  be- 

'  tween  outer  plies  of  the  tire  provide 

extra  cushion — put  "rubber  fingers" 

in  the  tire  where  the  danger  of  sep- 

[  aration    is    greatest.    The    Goodrich 

!  Water  Cure  toughens  the  whole  tire 

uniformly — sends  curing  heat  to  the 


into  stout  rubber. 

Leading  fleet  operators  have  found 


deepest  layers,  changing  soft  gum      out  the  facts  which  the  Goodrich 

Tire  Cost  Plan  will  prove  to  you. 
Ask  any  Goodrich  dealer  who 
handles  Goodrich  Heavy  Duty 
Silvertowns  to  supply  you  with 
copies,  or  send  the  coupon  direct 
to  Akron. 
The  B.  F.Goodrich  rubber  company 

Established  1870  Akron,  Ohio 

Paci6c-Goodrich  Rubber  Company. 
Los  Angeles,  California  -  In  Canada: 
Canadian -Goodrich  Rubber  Com- 
pany, Kitchener,  Ontario 


Goodrich 

HEAVY  DUTY 

Silvertowns 


BUS  &  TRUCK  TIRE  DEPT., 

B.  F.  GOODRICH  RUBBER  CO.,  Akron.  Ohio 

I'm  interested  in  lower  tire  costs.    Please  send  your  Tire  Cost 

PUo  to  Goodrich  dealer  named  below. 


Name. 

Firm  Name- 
Street  

City 


..State 


Number  of  cars  in  fleet 

Name  of  Goodrich  Dealer- 


26 


ELECTRIC  RAILWAY  JOURNAL 


June  16, 1928 


What  He  Could  Tell  the  Boss 


Low  cost  mileage  tells  one  story  of 
Red  Grown  Gasoline.  'Most  any  bus 
driver  can  add  another  story  of  Red 
Grown  satisfaction — a  story  that  cost 
figures  do  not  show. 

He  could  tell  a  story  of  easy  motor 
starting,  saving  time  and  battery 
juice.  He  could  point  to  the  decided 
advantage  of  Red  Grown's  quick 
pick-up,  especially  when  driving  in 
traffic.  He  could  explain  how  the 
smooth,  instantaneous  power  re- 
sponse with  Red  Grown  permits  even, 
steady  speed  changes  —  easy  on  the 


bus  —  comfortable  to  the  passengers. 

Red  Grown  Gasoline  is  all  that  a 
good  gasoline  should  be.  It  has  proved 
in  repeated  laboratory  and  road  tests 
to  be  the  most  efficient  and  econom- 
ical motor  fuel  for  buses,  and  it  has 
proved  to  possess  those  other  advan- 
tages that  figures  do  not  cover.  More 
of  it  is  being  used  by  bus  operators 
throughout  the  Middle  West  than  any 
other  brand. 

To  make  sure  that  you  are  getting 
your  moneys  worth  from  gasoline, 
standardize  on  Red  Grown. 


STANDARD  OIL  COMPANY 


^ 


[INDIANA) 

general  Offices: 

910  S.  Michigan  Avenue 

CHICAGO,  ILLINOIS 

aLINOIS 

INDIANA 

IOWA 

S.  DAKOTA 

N.  DAKOTA 

MINNESOTA           MISSOURI 

Chicago 

Evans  vi  He 

Davenport 

Huron 

Fargo 

Duluth                       Kansas  City 

Decatur 

Indianapolis 

Des  Moines 

MICHIGAN 

Minot 

Manliato                    St.  Joseph 

Joliet 

South  Bend 

Mason  City 

Detroit 

WISCONSIN 

Minneapolis              St.  Louis 

PeorU 

KANSAS 

Sioux  City 

Grand  Rapids 

La  Crosse 

Quincr 

WichiU 

SaKinaw 

Milwaukee 
Green  Ray 

886 

June  16,1928 


ELECTRIC  RAILWAY  JOURNAL 


27 


International  Model  15 

'  Club  Coach    -    -  15  passenger 

Sedan  Coach  -    -  17  passenger 

P.  A.  Y.  E.   -    -   -  15  passenger 


International  Harvester 

Six-Cylinder  COACHES 


THE  International 
line  of  motor 
coaches  fits  the  prac- 
tical requirements  of 
every  community. 

Backed  by  long  ex- 
perience, these  mod- 
ern coaches  are  unex- 
celled in  mechanical 
design,  beauty,  and 
comfort ;  unequalled 
in  safety,  and  in  service  facilities.  Coach 
traffic  men  know  this.  They  know  that 
International  Coaches  are  a  profitable  in- 
vestment. Experience  has  shown  them 
that  when  an  International  is  put  on  the 
job  it  stays  on  the  job — and  does  the 
work  so  well  that  vehicle  problems  and 
operating  costs  are  settled  for  years.  No 
wonder  you  see  so  many  International 


Beauty  and  perfection  of  body  appointment^  and 
merit  in  design  and  mechanical  detail  have  built  a 
high  reputation  for  International  Motor  Coaches. 


Coaches  wherever 
you  go! 

Careful  study  and 
understanding  of 
coach  route  require- 
ments has  resulted  in 
the  development  of 
the  Model  15,  which 
has  won  the  esteem  of 
coach  operators  every- 
where This  6-cylin- 
der  coach  is  available  in  three  styles — 
Street  Car  Type,  Club  Coach,  and  Sedan; 
generously  built  to  carry  15  or  17  per- 
sons— the  practical  capacity.  Our  new 
catalog  will  acquaint  you  with  the 
many  exclusive  refinements  offered  by 
International  Harvester  Six-Cylinder 
Coaches.  Copies  are  available  by  writ- 
ing us  direct. 


The  International  Harvester  automotive  line  also  includes  the 
y^-ton  Special  Delivery  Truck,  Speed  Trucks  o/IVa,  \V2,  and  2-ton, 
Hea-vy-Duty  Trucks  up  to  5-ton,  and  McCormick-Deering  Indus- 
trial Tractors.  Service  is  "always  around  the  comer. "  There  are 
160  company-owned  branches  in  the  United  States  and  Canada. 

International  Harvester  Company 


606  So.  Michigan  Ave. 


o/ AMERICA 

(  Incorporated ) 


Chicago,  Illinois 


28 


ELECTRIC  RAILWAY  JOURNAL 


June  16, 1928 


NOwiNG  how  to  properly  fit  the  tire  to  the  job 
is  the  first  step  toward  assuring  the  greatest  uniti- 
terrupted  mileage.  General  has  gained  this  knowledge 
through  long  experience  in  supplying  the  big  share 
of  the  truck  and  bus  tire  market.  This  factory  expe- 
rience is  available  through  the  General  dealer  who 
knows  how  to  successfully  tackle  the  toughest  jobs. 

THE  GENERAL  TIRE  AND  RUBBER  COMPANY,  AKRON,  OHIO 


The 

Heavy  Express 

Special 

The  one  tire  that  will  carry 
the  load  and  stand  up  under 
express  speed  '  '  the  Heavy 
Express  Special '  '  specially 
built  for  the  job. 


GEMERAL 


^soes  a  long  way  to  make  friends 


June  16.1928 


ELECTRIC  RAILWAY  JOURNAL 


33 


THE  SIGN  OF 

EXPERT  SERVICE 

AND 

GENUINE  SERVICE  PARTS 


■  !*«/;, 


Over  1400  Authorized 

Service  Stations 

Ready  to  Give 

Immediate  Service 

BUILT  with  a  ruggedness  and 
durability  that  have  made  it  the 
standard  in  the  bus  field,  North 
East  Equipment  is  in  itself  an  as- 
surance of  uninterrupted  service. 

But  operators  of  North  East 
equipped  buses  are  still  further  as- 
sured of  uninterrupted  operation  by 
world-wide  North  East  Service 
which  provides  genuine  parts  and 
skilled  workmen  wherever  North 
East  equipped  buses  are  in  use. 

N^^RTH   East  Electric  Ca. 

Rochester    ^^)    New  York 

Hfri'icf  Stations  in  principal  citiei  tbrougbout  the  tvorid 


/o 


34 


ELECTRIC  RAILWAY  JOURNAL 


June  16,1928 


Roail^  for  Tomorro^iw^ 


-HE  above  bus — one  of  the  Twin 
Coaches  of  the  Egyptian  Transportation 
System  of  Marion,  111.,  is  completely 
equipped  with  Protex  Glass.  It  is  a  bus 
ready  for  tomorrow.  Ready  to  avoid 
injury — ready  to  save  thousands  of 
dollars  in  possible  damage  suits — 
ready  today  for  tomorrow's  competi- 
tion. The  utmost  in  safety. 

Protex  Glass  eliminates  practically 
all  flying  glass  injuries  and  does  it 
economically.  If  your  busses  are  not 
ready  for  tomorrow  write  today  to  the 
Protex  Glass  Company,  220  Fifth  Ave., 
New  York,   for   booklet   and   sample. 


GLASS 


SAFETY 


June  16, 1928 


ELECTRIC  RAILWAY  JOURNAL 


35 


One  way  fo  hold 
the  business 


your 


driver  but 


■    Don't  let 
POOR  LIGHTS 

tear  down  the  business 

his  courtesy  and  skill 

are  building  up. 


A  COURTEOUS  driver,  keen  and 
alert,  can  do  much  to  build 
business.  Good  lights,  well  placed, 
giving  reading  comfort  to  the  coach 
passengers,  are  a  material  aid  in  hold- 
ing this  business.  On  the  other  hand, 
business  suffers  if  lights  grow  dim. 
No  ordinary  power  plant  can  keep 
lights  at  their  brightest  in  the  motor 
coach.  Long  hours  of  operation, 
heavy  lamp  load,  gruelling  day-in- 


and-day-out  service — call  for  extra 
power — extra  stamina.  Only  a  gen- 
erator of  the  right  capacity,  in  com- 
bination with  a  dependable  battery 
of  the  proper  size,  can  handle  the 
job  satisfactorily. 

Well-paying  coaches 

That  is  why  owners  of  well-paying 
coaches  use  the  Exide  Motor  Coach 
Battery.  It  is  specially  designed  for 
this  battery  job,  by  engineers  who 
know  how  difficult  that  job  is. 

Profit  two  'ways 

Besides  insuring  good  lights  for 
drivers  and  customers,  these  owners 
are  lighting  their  coaches  at  the  low- 
est operating  cost  per  mile.  Thus 
they  profit  two  ways  .  .  .  they  save 
money  by  cutting  operating  costs — 
they  make  money  by  building  and 
maintaining  business. 


MDTDR  CDACH 
BATTERY 


THE      ELECTRIC      STORAGE      BATTERY     COMPANY,     Philadelphia 

Exide  Batteries  of  Canada,  Limited,  Toronto 


36 


ELECTRIC  RAILWAY  JOURNAL 


June  16, 1928 


Let  this  small 
OHMER  Register 

print  your  passenger  tickets 


Why  incur  the  cost  and  risk  of  pre- 
printed  tickets  when  this  inexpensive 
OHMER  Type  79  Register  will  manu' 
facture  tickets  at  the  moment  of  sale? 
There's  absolutely  no  need  to  carry  a 
stock  of  tickets.  Your  ticket  worries 
are  over  when  you  install  this  little  ma- 
chine  in  your  stations  and  on  your 
vehicles. 


All  the  data  plainly  printed  Also  keeps  detailed  record 


The  ticket  reproduced  herewith  in  actual  size  was 
printed  on  an  OHMER  Type  79  Register.  It  is 
complete  in  every  respect.  It  shows  the  names 
of  the  issuing  station  and  destination  iptWti  out 
in  /ull.  In  addition,  it  gives  the  name  of  the 
transportation  company,  the  conditions  of  sale, 
the  date,  the  amount  and  class  of  fare,  the 
register  number,  and  the  consecutive  number  of 
the  ticket. 

There  are  other  styles  of  the  Type  79  Register 
which  print  the  name  of  the  issuing  station  in 
full  and  abbreviate  the  destinations,  or  indicate 
both  "from"  and  "to"  points  by  number.  The 
latter  method  is  especially  adapted  for  use  on 
vehicles,  while  the  other  two  methods  are 
intended  for  ticket  offices.  Any  of  the  machines 
can  be  had  with  manual  or  electric  operation. 


At  the  same  time  that  the  register  prints  a 
ticket,  it  also  prints  a  duplicate  record  of  the 
dau  on  a  detail  strip  not  accessible  to  the  ticket 
seller.  This  provides  an  absolute  check  on  each 
transaction.  And  it  tabulates  the  data  in  a  form 
that  greatly  expedites  accounting  and  auditing. 

Thus  revenue  from  ticket  sales  and  cash  fares  is 
positively  safeguarded  through  the  use  of 
OHMER  Type  79  Registers.  The  passenger 
sees  to  it  that  the  amount  on  the  ticket  tallies 
with  the  money  collected.  That  prevents  care- 
lessness and  mistakes.  And  the  amount  turned 
in  by  the  operator  must  agree  with  the  amount 
collected,  for  the  transactions  are  all  fully  and 
unalterably  itemized  on  the  detail  strip.  There 
is  no  chance  for  discrepancies  to  occur  without 
detection. 


Ask  for 
descriptive  literature 

Get  all  the  facts  about  the  OHMER  Type  79] 
Ticket-Printing  Register.  We  will  be, glad  to] 
send  you  interesting,  fully  illustrated  circulars. 
Find  out  what  an  ingenious  and  capable  machine  1 
it  is.  You  will  readily  understand  how  such  a  I 
register  will  pay  for  itself  many  times  over  by  j 
saving  revenue,  by  enforcing  correct  accounting,  I 
and  by  eliminating  the  cost  of  maintaining  ticket! 
stocks.   Write  promptly  for  full  information. 

OHMER  FARE  REGISTER] 
COMPANY 

Dayton,  Ohio,  U.  S.  A. 


The  OHMER  Line 

Fare  R^ffiHlers  with  varlouH  iiidicatinic.  ttcket- 
printing^.and  accountiitflr  featureH:  OHMER  Print- 
ing and  ATCO  Non-Printitiff  Taxinieterfl;  Mlleag^o 
Meten,  including*  the  Odometer,  Hub -Odometer. 
Hecordofraf,  and  Truck  Auditor:  Fare  BnxeH: 
XndustriaJ  CounterM.  Circulars  about  any  of 
the0«  articlM  will  by  sent  upon  request. 


OHMER 

^^k  M  RCO.U.S.  PAT.OFF.  AND  OTMEB  COUIXTBIES 

^^^^  FARE  REGISTER  COMPANY 


June  16, 1928 


ELECTRIC  RAILWAY  JOURNAL 


37 


The  12  Passenger      r  J 


FITZJOHN  MANUFACTURING  CO. 

Exclusive  Bus  Body  Builders 

MUSKEGON  .  MICHIGAN 


38 


ELECTRIC  RAILWAY  JOURNAL 


June  16, 1928 


HOUSTON  ELECTRIC 

GOODYEAR 


H 


OUSTON  holds  a  big  place  in  the 
public  eye  this  month. 

Houston  Electric  Company  is  called 
upon  to  demonstrate  for  the  benefit  of 
guests  from  all  over  the  nation,  the  reli- 
able, quality  service  that  is  rendered  to 
Houston  every  day. 

In  this  extra  tax  upon  its  facilities,  this 
well-known  system  is  served  dependably 


by  Goodyear  Pneumatic  Cord  Bus  Tires. 

Houston  Electric  Company  operates  a 
fleet  of  63  motor  buses. 

These  buses  last  year  delivered  a  total 
mileage  of  1,521,441  bus  miles.  This 
year,  they  are  expected  to  run  in  excess 
of  2,000,000  miles. 

For  four  years  now,  Houston  Electric 


Street  scene  in  Houston,  Texas,  showing  one  of  ihe  exclu* 
•ively  Qoodyear-equipped  fleet  of  Houston  Electric  Company 


June  16,  1928 


ELECTRIC  RAILWAY  JOURNAL 


39 


for  four  years  now  has  used 

EXCLUSIVELY 


Company  buses  have  been  equipped 
with  Goodyear  Bus  Tires  exclusively. 


That  amount  of  service  and  that  length 
of  service  furnish  the  strongest  testimo- 
nial to  the  quality  and  economy  of 
Goodyear  Tires. 

If  there  were  any  better  tires,  Houston 
Electric  Company's  policy  of  using  the 
best  would  dictate  their  use. 

If  there  were  anything  as  good  at  lower 
cost,  Houston  Electric's  regard  for  eco- 
nomical public  service  would  insure 
their  use. 

Houston  Electric  uses  Goodvears 
exclusively. 

*  *  * 

Goodyear  Bus  Tires  have  many  exclusive 
features.  They  have  the  All-Weather 
Tread  for  Traction  and  Safety.  They  are 
made  of  SUPERTWIST— Goodyear's 
extra-elastic  and  extra-durable  cord  fab- 
ric —  for  long  wear,  for  road  insurance 
against  blowouts  and  bruises,  and  for 
balloon -effect  cushioning. 

They  combine  these  exclusive  features 
with  a  low-per-mile  cost  that  shows  up 
on  the  right  side  of  the  traffic  ledger. 

If  you  want  these  tire  advantages,  at  no 


more  first  cost  and  at  less  final  cost,  equip 
your  buses  with  Goodyears  exclusively. 

For  every  Qoodyear  Cord  Bus  Tire  there 
is  an  equally  fine  Qoodyear  Tube,  built 
especially  to  the  needs  of  bus  service 


A   / y. 


RiS^ 


40 


ELECTRIC  RAILWAY  JOURNAL 


June  16, 1928 


OV^S   DO   MAKE  A   D,pp^^ 


^^ 


Reglaze  this  New  Sash 
in  2K  Minutes 


Jlluitraud  it  a  nrut  alum- 
tnum  tar  tf  tht  Cbttag* 
and  Mitt  EUarli  Raitwaf 
Ctmfant  tiuiffed  with 
Edward*  Mttal  Saih  with 
Rtmmahlt  Glaztnz  Strifi. 
Cummtntt  Car  and  C«ath 
C:.  huiUan. 


How  much  time  do  you  lose 
each  year  in  replacing  broken 
glass  ? 

What  is  the  toll  in  incon- 
venience to  passengers  .  .  . 
costly  delays. . .  good  will  lost? 

Edwards  Metal  Sash  with 
Removable  Glazing  Strips  can 
be  reglazed  in  as  short  a  time 
as  two  and  one-half  minutes — 
without  removing  sash  from  the 
opening.  There  is  nothing  in- 
tricate about  this  new  feature. 
Brass  strips  are  easily  removed, 
andnewglassplaced  inthe  open- 
ing. Strips  are  reinserted  and 
the  sash  is  ready  for  operation. 


No  screws  are  used  —  no 
special  tools  are  necessary. 
The  construction  is  simple — 
yet  it  will  save  electric  rail- 
way companies  many  dollars 
in  time  and  labor. 

Edwards  quality,"  known 
thru  over  forty-two  years'  serv- 
ice to  the  transportation  field, 
is  built  into  this  new  sash. 

Complete  information  and 
specifications  on  request. 

O.  M.  EDWARDS  CO. 

New  York,      Syracuse,  N.Y.      Chicago 

Canadian  RtfrgitntMtivttt 

Lyman  Tube  &  Supply  Co.,  Ltd.,  Montreal 

and  Toronto 


iMsS 


"Edwards  Metal 


MOI>EIt]V    r.IGHXS     FOR    MiOnEIilV     XRAFFIC 


Drivers  whose  cars  are  equipped  with  Guide  Tilt  Ray 
Headlamps  possess  a  distinct  advantage  in  modern 
night  traffic.  The  tilted  or  depressed  beam  of  light 
does  away  with  dimming  and  glare,  and  makes  it  equally 
easy  to  see  and  be  seen. 

Such  is  the  safety,  convenience  and  efficiency  pro- 
vided by  Tilt  Rays  they  are  the  selection  of  an  increas- 
ingly large  number  of  motor  truck  and  motor  coach 
makers  and  operators.  Address  requests  for  details  to 
the  Fleet  Sales  Department,  The  Guide  Motor  Lamp 
Manufacturing  Company,  Cleveland,  Ohio. 


DOME  LAMPS 


STOP-TAIL  LAMPS 


MARKER    LAMPS 


u here's  a 


A — Thumb  screw  catch 
rhat  makes  the  opening 
of  lamp  door  easy,  simple 
and  positively  locks  door 
securely. 

B — Hinge  for  door  of 
lamp. 


DOZEN 

REASONS 

why  ^uidelilt  Ifpys 
merit  ckoiee 

1  An  upper  and  lower  ray. 

2  Door  stiflFener  on  inside  for  reinforcement  purpose 
with  glass  ring  that  positively  holds  glass  in  place 

at  all  times.  No  danger  of  glass  dropping  out  when  the 
door  is  opened. 

3  Felt  seals  for  air-tight  waterproof  condition. 

4  Reflector  is  locked   to  the  body — sealed    between 
body  and  glass  ring  by  additional  cork  seal. 

5  Bulb  firmly  held  in  place     no  distortion  or  wobbling. 
A  .specially  designed  bulb  socket. 

g    Special  bus  connectors,  proven  correct  by  actual 
performance. 

7    Bracket  and  body  properly  reinforced  by  heavy  in- 
side steel  stiffener. 

o    Outside  ratchet  adjustment  for  focusing  bulbs. 

9  Special  reflector  with  four  distinct  sections,  scien- 
tifically designed  to  contribute  its  share  to  an  op- 
tically correct  vertical  distribution  of  light  controlling 
upper  and  lower  beam.  Labelled  with  the  word  "Top" 
at  the  upper  part  to  prevent  incorrect  installation. 

J  Q  Lens  divided  into  three  sections  to  properly  dis- 
tribute light  where  needed.  A  notch  in  the  edge 
of  lens  into  which  a  lug  fits  is  provided  to  prevent  the 
lens  from  rotating.  Also  labelled  "Top"  in  its  proper 
place  as  a  guide  for  installation. 

\  J     Four  bolts  for  reinforcement  and  locking    pur- 
poses. 


X  2    Lamp    constructed 
Trouble-proof. 


of    extra    heavy    materiaL 


1 

_     ^ 

f\rBi2  inialHI 

^   ^^mmmmm^^^^a^ 

W  '^t.'in':*  v.l^i^K 

f'OIt       HEAV^       DXJXY       SEJRX^ICE 

TILT  RAY 
HEAD  LAMPS 


THF.    GIITDE     MOTOR    LAm1>    MANUFACTURING     CO..       Cleveland.     Ohio 


June  16,1928 


ELECTRIC  RAILWAY  JOURNAL 


43 


ABL£    7:^'^   ^-B/A/    ^ 


Omooth  starts,  rapid  pick-ups  and  steady,   quiet   operation 
are  Hyatt's  contributions  to  greater  riding  comfort. 

Quick  get-aways  on  Hyatts  help  maintain  schedules.  When 
running,  too,  there  is  practically  no  friction.  Less  power  is 
consumed.   Less  attention  is  needed. 

HYATT    ROLLER     BEARING     COMPANY 

Newark  Chicago  Detroit  Pittsburgh  Oakland 

^PRODUCT  OF  GENERAL  MOTORS 


44 


ELECTRIC  RAILWAY  JOURNAL 


June  16, 1928 


Carey  Elastite  System  of 
Track  Insulation — a  guaran- 
tee of  easier  riding  for  Ameri- 
ca's city  millions.  Recom- 
mended by  street  railway 
officials  everywhere. 


JC/LECTRIC  transit 

. . .  a  step  in  advance  of  the 

automobile 


The  use  of  solid 
replace      spring 
improvement    in 
Held. 


PASSENGER  comfort! 
•*■  Competition  for  pas- 
senger traffic! 

And  now  the  higher 
priced  automobiles  come 
out  with  rubber-set 
springs  —  spring  shackles 
replaced  by  blocks  of  solid  rubber.  To- 
day's improvement,  in  the  automotive 
field. 

But  today's  improvement,  for  the 
auto,  is  yesterday's,  for  the  trolley! 

For  street  railway  companies,  you 
know,  have  for  years  set  their  rails  in 
yielding  cushions  x)f  shock-absorbing  as- 
phalt. A  step  in  advance  of  the  auto- 
mobile— a  safeguard  for  street  car  su- 
premacy. 


rubber  blocks  to 

shackles — today's 

the    automotive 


Carey  Elastite  System 
of  Track  Insulation! 
Easier  riding  for  Ameri- 
ca's city  millions.  An  un- 
failing means  of  main- 
taining passenger  traffic. 
Smoother,  more  quiet 
operation — a  saving  in  railway  mainte- 
nance and  a  route  to  faster  schedules. 

Carey  Elastite  System  of  Track  Insula- 
tion, as  you  know,  consists  of  a  durable, 
asphaltic  compound  substantially  reen- 
forced  with  asphalt- saturated  fibre  pre- 
formed under  heavy  pressure.  Its  use  is 
recommended  by  leading  street  railway 
officials  in  more  than  150  cities,  large  and 
small.  Of  course  you  will  want  full  in- 
formation on  this  modern  traction  im- 
provement.    Write. 


THE  PHILIP  CAREY  COMPANY,  LockUxnd,  CINCINNATI,  O. 


SYSTEM  OF 

TRACK  INSULATION 


lunc  16,1928 


ELECTRIC  RAILWAY  JOURNAL 


45 


F  I  S  K 

Transportation  Cord 


FIS  K 

Solid  Cushion 


F  IS  K 
Motor  Coa'ch  Balloon 


1       y.f^ 


l?fCl^for   COMMERCIAL 

rl^lVTor-       VEHICLES^ 


Gret  the  habit 


IET  the  buying  habits  of  big 
J  fleet  operators  guide  you  to 
real  tire  economy.  Judge  tires  as 
they  do,  on  a  cost  per  mile  basis. 

This  habit  will  lead  you 
to  worth-while  savings  in 
operating  expense,  when 
it  is  "Time  to  Re-Tire." 

Especially  when  you 
form   the  habit   pf  saying 


"Put  On  Fisk". . .  Only  a  trans- 
portation specialist  can  advise 
you  in  the  selection  of  the  most 
suitable  tires  for  commercial 
vehicles  and  the  service  in 
which  they  operate.  Con- 
sult the  nearest  Fisk  dis- 
tributor. The  Fisk  Tire 
Company,  Inc.,  Chicopee 
Falls,  Massachusetts. 


Listen  to  the  "Time  to  Re-Tire"  Boys  over  WEAF  and  36  stations  every  Monday  evening 

FISK.  TH  IRES 


46 


ELECTRIC  RAILWAY  JOURNAL 


June  16,1928 


Tested 


at  every  step 


Not  only  are  the  finished  National  Brushes  tested  for  their  various 
physical  and  electrical  characteristics,  but  throughout  the  process  of 
manufacture  there  are  accurate,  scientific  controls.  Even  the  raw 
materials  themselves  must  meet  rigid  specifications.  The  oil  from 
which  lampblack,  the  basic  carbon,  is  burnt,  is  tested  for  viscosity, 
flash  point,  residue,  and  chemical  composition.  The  lampblack  itself 
is  tested  for  volatiles  and  ash,  only  a  few  hundredths  of  one  per  cent 
of  the  latter  being  permissible.  Throughout  the  rest  of  the  long  and 
intricate  manufacturing  process,  close  control  is  kept.  Samples  from 
each  batch  of  materials  are  taken  to  the  laboratory  for  determination 
of  their  characteristics.  For  instance,  after  each  calcination  the  carbon 
is  tested  for  volatiles;  it  is  then  ground  into  flour,  and  tested  for  fine- 
ness of  grain  and  for  resistance.  Calcination  temperatures  are  governed 
accurately  by  pyrometers. 

The  brush  stock  is  tested  for  specific  resistance,  strength,  hardness 
and  density,  and  other  factors  that  may  determine  the  usefulness  of  the 
brush  in  service.  The  shunts  are  tested  for  contact  resistance  with 
the  brush,  and  inspected  for  length  and  kind  of  terminal.  All  the 
shunt  cable  meets  strict  specifications,  and  is  purchased  in  such  large 
quantities  that  we  have  absolute  control  of  its  manufacture.  The  cable 
is  made  especially  for  National  Brushes,  as  the  Silver  Strand  (trade- 
mark registered)  indicates. 


NATIONAL     CARBON     COMPANY,     Inc 

Unit  of  Union  Carbide  |l|lijij  and  Carbon  Corporation 
Carbon  Sales  Division 


CHICAGO,  ILL. 


Qeveland,  Ohio 

Branch 
PITTSBURGH,  PA. 


SILVER  STRAND 


San  Francisco,  Cal. 
Branch  Offices  and  Factories 


JERSEY  CITY,  N.  J. 


BIRMINGHAM,  ALA. 


June  16,1928 


ELECTRIC  RAILWAY  JOURNAL 


47 


Underground,  Overhead 
and  on  the  Surface 

Underground,  overhead  and  on  the  surface 
the  electric  railway  works  to  carry  out  its 
titanic  daily  task — the  movement  of  a  large 
portion  of  the  city's  population  m  the  narrow 
confines  of  the  rush  hour. 

In  such  circumstances  dependability  must  be 
the  first  requirement  of  electric  railway  equip- 
ment. Gary  Wrought  Steel  Wheels 

are  designed,  made  and  inspected  with  this 
requirement  in  mind.  Our  wheel  engineers 
are  at  your  service. 

JJUtttntH  B'twl  (finmpang 

(Srtural  (^ffiira:  208  »autt;  Ea  »aUi>  »tTttt 
QIi)irasa.  JUinota 


48 


ELECTRIC  RAILWAY  JOURNAL 


June  16.1928 


Mutual  Service 


To  the  manufacturers  and  distributors  of 
America  and  the  street  railway  systems  that 
transport  the  millions  of  America's  potential 
buyers,  Collier  offers  a  mutual  service. 

This  service  has  brought  the  street  railway  riders 
in  thousands  of  cities  and  towns  throughout  the 
country  to  look  upon  car  cards  as  extremely  useful 
and  pleasing  features  of  up-to-date  street  car  serv- 
ice. It  has  given  national  and  local  advertisers  a 
medium  thru  which  they  can  get  their  messages  to 
selected  territories  easily,  economically  and  con- 
vincingly. 

Our  business  is  one  of  service — service  to  the  street 
railway  industry,  service  to  America's  national  and 
local  advertisers,  service  to  the  millions  of  people 
who  daily  ride  on  street  cars. 


( N  CO  n  pw  OB^xi^Oi 

CANDLER  BUILDING, 
NEW  YORK,  N.  Y. 


June  16,  1928 


ELECTRIC  RAILWAY  JOURNAL 


49 


It's  Easy  To  Hold 
A  Short  Arc 


ANY  welder  will  tell  you  that  a  short  arc  makes  the  best 
iVweld.  Erico  type  AT-R  bonds  are  designed  to  make  it 
easy  to  hold  a  short  arc. 

The  arc  flashes  down  between  the  round  terminal  and  the  steel 
rail  and  clings  in  this  welding  vee  without  sputtering.  The 
bond  cables  are  protected  from  the  welding  arc  by  means  of  a 
copper  sleeve. 

Only  a  very  small  amount  of  weld  metal  is  necessary  to  deposit 
in  order  to  secure  a  large  contact  area  with  the  rail.  The  cur- 
rent path  thru  the  arc  weld  metal  from  the  bond  to  the  rail  is  a 
minimum  making  a  very  low  resistance  bond.  A  good  bond, 
well  made,  the  AT-R  will  solve  your  bonding  problems.  These 
bonds  and  other  arc  weld  types  are  shown  in  Circular  No.  16. 


Type  AT-R 
Applied 


Write  for  details  and  prices. 


The  Electric  Railway  Improvement  Co. 

2070  E.  61st  Place,  Cleveland,  Ohio 


50 


ELECTRIC  RAILWAY  JOURNAL 


June  16,  1928 


Washington  Blvd.,  Miami  Beach,  Fla. 
Note  the  trim  beauty  of  Elreco  Poles. 


i  -A"^'  '■^.T'.. 


Jr^St. 


ELRECO 

Meets  All  Conditions 

THE  only  trolley  pole  that 
meets  all  conditions  of  the 
operating  companies  is  the 
tubular  steel  type.  Such  is 
Elreco. 

Beautiful,  of  course,  but 
Elreco's  real  bid  to  fame  is 
strength,  durability,  adapta- 
bility and  economy. 
Many  Elreco  Poles  are  in  per- 
fect condition  after  30  years  of 
severe  service.  Evidence  of 
strength  and  durability,  and 
they  will  continue  to  render 
service  indefinitely  if  occasion- 
ally painted. 

Trolley,  span,  lighting  wires 
and  lighting  units  are  all  sup- 
ported by  one  pole.  Evidence 
of  adaptability. 
Three  or  four  companies  using 
the  same  pole  reduces  the  cost 
to  each  of  installation  and  up- 
keep. Evidence  of  economy. 
Let  us  demonstrate  how  they 
can  save  money  for  you.  Write. 


THE  ELECTRIC  RAILWAY 
EQUIPMENT    COMPANY 


Strength 

A  hugi  bus  •was 
nearly  demol- 
ished <when  it 
struck  this 
Elreco  Pole, 
vihich  has  been 
standing  22 
years.  When 
vireckage  <was 
cleared  avi  a  y 
the  pole  didn't 
even  need 
straightening. 


2900  Cormany  Ave. 
Cincinnati,  Ohio 


30  Church  St. 
New  York 


"We  Need  a  New 

Air  Compressor'^ 

OCiy*  Ivl'ey — '  'I  see  we're  going  to  need  that  new 
air  compressor  right  away.  Give  me  your  recommen- 
dations by  Monday — will  you?" 

"No  need  to  wait  till  Monday,  Mr.  Brown.  I 
can  tell  you  right  now  why  we  can't  beat  Angle  Com- 
pounds. 

'  'All  this  talk  about  efficiencies,  controls,  and  other 
technical  features  is  all  right; 
but  what  we  want  is  depend- 
able air  power  at  low  cost. 

'  'And  cost  includes  power, 
installation,  floor  space  and 
maintenance." 

'X^  Dut  iviley — '  'How  can  one 
compressor  beat  all  the  others 
on  every  count  ?  That's  un- 
usual." 

"Sure,  it's  unusual.  So  is  the  Balanced  'Angle  Com- 
pound '  design  which  saves  floor  space,  and  cuts  vi- 
bration to  zero. 

"I've  seen  dozens  of  Angle  Compounds  and  they 
run  so  smoothly  I've  often  balanced  a  coin  on  the 
frame,  under  full  speed  and  load.  No  wonder  the 
first  ones,  installed  more  than  fifteen  years  ago,  are 
going  strong  today. 

"As  for  power  economy " 

"Never  mind  that  now,  Riley;  you've  got  me  in- 
terested; let's  send  for  that  Sullivan  Engineer." 

To  Knoiv  Angle  Compcmnda  Is  to 

Choose  Them.  Why  Not  Send 

for  Catalog  83-A  Today! 

Sullivan 
Machinery  Company 

150  So.  Michigan  Ave. 
CHICAGO 

SULLIVAN 


a<-<^ 


^w .  *-' 


.<^' 


.<?^ 


x^^^' 


o^*' 


^^ 


♦»' 


I 


"N 


$8  Per  Foot 
Under  Traffic 

The  letter  on  the  other  side  of  this 
page  speaks  for  itself. 

C.  S.  Head,  District  Engineer  of 
The  Northern  Indiana  Power  Co.  in 
Kokomo,  Ind.,  says  he  built  Dayton 
Tie  Track  for  $8  per  lineal  foot  in^ 
stalled  under  trajjic,  including — tearing 
out  old  track  excavation — rails,  ties, 
concrete  and  new  brick  paving. 

Investigate,  and  let  us  tell  you  why 
Dayton  Ties  made  this  record  possible. 


THE  DAYTON 
MECHANICAL  TIE  CO. 

DAYTON,  OHIO 


/line  16,  1928 


ELECTRIC  RAILWAY  JOURNAL 


53 


"^-^    STANDARD  STEEL  WORKS  COMPANY 

L  PHILADELPHIA,  PA. 


BRANCH  OFFICES 

CHICAGO 

NEW  YORK 

PORTLAND 

SAN  FRANCISCO 

PITTSBURGH 

ST.  LOUIS 

HOUSTON 

RICHMOND 

ST.  PAUL 

MEXICO  CITY 

WORKS:    BURNHAM,  PA. 


iSi 


54 


ELECTRIC  RAILWAY  JOURNAL 


June  16,1928 


The  term  "Combine"  is  ap- 
plied  to    this    labor-saving 
machine    which    combines  ^^~ 
the  work  of  harvesting  and 

threshing. 


i^jkW-OwJ" 


^usincss'Combines' 


Harvesting  brings  to  the  mind  of  most  of  us  a  laborious 
task  with  scythe  and  pitchfork — a  method  which  today's 
demand  for  grain  has  made  as  obsolete  as  the  old  means  of 
gaining  business  information  by  word  of  mouth. 

Gigantic  "combines"  do  today's  harvesting,  and  verbal 
business  information  has  died  a  natural  death. 

To  properly  gather,  to  sift  the  grain  from  the  chaff  and 
to  present  the  kernel  of  pertinent  business  news  requires 
gigantic  "combines".  Moreover,  it  demands  organizations 
of  men  wno  are  specialists  in  their  field,  who  consider  news 
from  your  point  of  view  and  maintain  the  highest  standards 
of  business  ethics  in  all  phases  of  their  work. 

This  pai  er,  a  member  of  the  Associated  Business  Papers, 
Inc.,  is  such  a  "combine".  It  can  render  you  invaluable 
service  providing  you  read  it  regularly  and  reap  full  benefit 
from  its  information-laden  pages. 


THE  ASSOCIATED  BUSINESS  PAPERS,  Inc. 
Executive  Offices:  220  West  42nd  St.,  New  York,  N.  Y. 


%s 


An  association  of  none  but  qualified  publications  reaching  the  principal 
fields  of  trade  and  industry. 


June  16, 1928 


ELECTRIC  RAILWAY  JOURNAL 


55 


Where  other  ties 
might  fail  .  ♦  use 

Frettyman 

Preserved  Ties 

with  Confidence 


UNDER  the  pavement,  deep  into  dank, 
musty  earth,  exposed  to  moisture,  termites 
and  fungi  .  .  .  What  ties  could  you  expose  to 
such  conditions,  confident  that  many  years  would 
not  undermine  unyielding  resistance  to  merciless 
mechanical  grind?  ^Several  kinds  might  ren- 
der such  service.  ^The  South  Carolina  Power 
Co.  chose  Prettyman  Preserved  Ties  for  the  job 
at  the  left — creosoted  in  the  most  complete  and 
modern  wood  preserving  plant  on  earth. 


Creosoted 

Railroad  Cross-ties;  Switcu 
Ties;  Bridge  Timbers;  Coi* 
struction  Timbers;  Miu, 
Timbers;  Lumber  Piling 
Poles;  Posts  and  othe: 
Forest  Products 


JlP/'pffi/marj&Sons 

Vood  Piexervind  Plant 
Charleston,  KT  C. 


56 


ELECTRIC  RAILWAY  JOURNAL 


June  16, 1928 


RELAYS 

For  AC  or  DC 


And  for  special  radio  applications 
TYPE  SR 

Reverse  Current  Overload,  Underload,  Over  Voltage,  Under  Voltage 

Constant  and  unfailing  operation  under  the  most  severe  conditions.    Wide 

range  of  adjustment.    Round  pattern  type,  7i  inches  diameter. 
TYPE  RR  Reverse  Current 

Small  in  size,  low  in  price,  certain  in  operation. 
TYPE  FR 

Secondary  relays  for  alarm  and  many  other  purposes. 

TYPE  AB 

Overload  Relays  instantaneous  and  time  limit 
Here  are  shown  only  a  few  of  the  many  types  of  R-S  relays. 
ROLLER-SMITH  has  just  issued  new  Bulletin  No.  G-S50 
covering  these  relays  in  detail — Send  for  your  copy. 

"Over  thirty  years'  experience  is  back  of 
ROLLER-SMITH" 


Type  SR  Relay 


pOT  J^FRrSMTTH  CTMPANY 

Ij  EUctrlcgl  Meoaurtng  and  Protecttvc  Appargtua  [M 


Type  FR  Relay 


MAIN  OFFICE  WORKS 

2140  Woolworth  Bldg.,  New  York  Bethlehem,   Pa. 

Offices  in  Principal  Cities  in  O.  S.  and  Canada 
Representatives  in  Australia,   Cuba  and  Japan 


jrfiiiiiiiiiMitiiiiiiimitirriit iimm riiiiiiiMiiitiiiiiiHriiiiiitiinriiiiHMiiiiMiiiiiiMiiniiitiiiiMnrilfiiiiiiiiiiiniiiiiiiiiiniiiiiii)^      !|i>i<i>i<itiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiriiirii)iiiiiiinrinililinililll)iiiiniiiMniiiiillriiiiiiiiMiiiiiiiiiniiiiiiiriiii(iiiiiiiiiiiiiiiiitriiiiirtir^- 


iiMiriin 


ELECTRICAL 
INSULATION 


MlCANitr     and     EMPIRE 

I   '   ■         INSULATOR  ^  *^    IWSULATOBv 


Micanite  and  Super -Micanite 
Sheets,  Commutator  Segments,  and 
Commutator  Rings 

Micanite  Tubes  and  Washers 

Linotape,  Seamless  or  Sewn  Bias 
{Yellow  or  Black  Varnished  Tapes) 

Empire  Oiled  Cloths  and  Papers 

(Yellow  or  Black) 
Compounds,  Varnishes.  Etc. 

Send  (or  catalog  and  helpful  booklet  on  Commutator 
Insulation  and  Assembly 

MICA  INSULATOR  COMPANY 

Largttt  manirfaeturtrt  in  the  utortti  of  mica  tnsulatton. 

BttablUked   18l>. 

New  York :  200  Varick  St.     Chicago :  542  So.  Dearborn  St. 

Cleveland  Pittiburgh  Cincinnati 

Sao  FranciKO  Toronto  Lot  Angelea  Seattle 

Work*'-  Sthtntttadu,  Ntw  York*         London.  England 


jTi  I 


imiiiiiiiiriiiiiiinittiiriMiiiMniHiiiiiiinriiiMiiiiuiiiiiiiiiiiiiiiriiiiiiiiMniiiiiiuiiiiiiiiiiiiiiniiiiMiiiiitiiiniiiMMMiiiiiiiiiiiiiir 


June  16,1928 


ELECTRIC  RAILWAY  JOURNAL 


57 


iniiiiiiiuiimiimimiiMiiinimiiiiiiiHtiiiiiiiiHiiinMiiiiiiuiHiiiiiimmiiiiiimiiiniiiiiiiiHnu:*iiimiiiimiiiiiiiiHimiiiiiiiunfn;» 


Some  One 


Wants 

To 

Buy 


the  equipment  or  machin- 
ery that  you  are  not  using. 
This  may  be  occupying 
valuable  space,  collecting 
dust,  rust  and  hard  knocks 
in  your  shops  and  yards. 


Sell  it 

before  depreciation 
scraps  it. 


The  Searchlight  Sect/on  is 
helping  others — 

Let  it  help  you  also 


^inmnninmiiiiHimiin'winifHwiiiiiiHiinniimiiHiinHiwHHHwiHiBiiinrii 


•0S7 


Where 
a  few  cents 
mean  more  dollars 

This  exhaust  manifold  represents  a  typical 
improvement  made  possible  by  better  weld- 
ing. It  gives  a  higher  efficiency  than  is 
possible  with  mechanical  types  of  fittings. 
What  is  more,  it  is  a  more  dependable  job. 
There  are  fewer  places  where  trouble  can 
occur. 

It  is  natural  that  PAGE  Welding  Wire  was 
used  in  the  manufacture  of  this  exhaust 
main,  where  good  work  is  so  essential. 
PAGE  Welding  Wire  assures  uniform  welds 
made  at  the  lowest  possible  cost.  Welders 
will  tell  you  it  costs  less  to  use  this  better 
product,  because  it  saves  labor,  equipment 
and  time. 

You  can  prove  for  yourself  in  your  own 
way  the  quality  of  PAGE-ARMCO  elec- 
trodes. Your  name  and  address  will  bring 
samples  for  testing. 

PAGE  STEEL  and  WIRE  COMPANY 
Bridgeport  Connecticut 


DMricl  Offices:  Chicago,  New  York, Pittsburgh, 

San  Francisco 
An  Associate  Company  of  the  American  Chain 

Company,  Incorporated,  Bridgeport,  Conn. 

In  Canada:  Frost  Steel  &  Wire  Co.,  Hamilton 

Ontario 


^K^A 


PROCESSED 


Welding  Wire 
and  Electrodes 


58 


ELECTRIC  RAILWAY  JOURNAL 


/i<::r  16.  1928 


iiiiiiiiiiiiiiiiiiii>:      HiiitHiuiiiiiiiiiiiiiiiiiiKiihMiiiii.iiiiiiutiiiriiiitiitiiiiiiiiiiiii tiiiiiiiiiiiimiiiiiiiiiiiiiiiiniiiiiiiiniiiiiiiiiiiiitiiiniiMiiiHiiiiiiuir 


JOHNSON 

FARE    . 
COLLECTING 
SYSTEMS 


Johnson  Electric  Fare  Boxes  and  overhead  register* 
make  possible  the  instantaneous  registering  and  count 
ing  of  every  fare.  Revenues  are  increased  Ij  to  5% 
and  the  efficiency  of  one-man  operation  is  materially 
increased.     Over  4000  already  in  use. 

When  more  than  two  coins  are  used  as  fare,  the  Type  D 
Johnson  Fare  Box  is  the  best  manually  operated 
registration  system.    Over  50,000  in  use. 

Johnson  Change-Makers  are  designed  to  function  with 
odd  fare  and  metal  tickets  selling  at  fractional  rates 
It  is  possible  to  use  each  barrel  separately  or  in  groups 
to  meet  local  conditions.  Each  barrel  can  be  adjusted 
to  eject  from  one  to  6ve  coins  or  one  to  six  tickets- 


I 


I  Johnson  Fare  Box  Co. 

5  4819  Ravtnswood   Ao%.,  Chicmgm,  III.  = 

!<imiiiiiiiiiMiuriiniiiitiiiiuiiMiiifiiiniifiiiiuiiuiiiriiiiiiiiM(iiiiiMiiiiniiHiuiii>iiriiiiiiiiniininiiifriiiiiitiiiiiiiniiitiiitiiiiiiiiHiiiiH 
uiiiiiiuiiiniiiiiiiiiiiinriiiiiiiniiuiMiiiiiniiiniininiiiMiiniiiiiiiiiiniiiiiiniiiiiiniiiiiiiiiiiiiniiiiiiiiiiiiiiiniiitiuiMiiiiitiiiiiiiiiiiiii': 


I  TRUCK   WITH   TOWER   IN   RUNNING  POSITION  I 

I  Trenton  Tower  | 

I  This  3-Section  | 

I  is  not  only  more  convenient,  but  stronger  than  the  | 

I  older  type.  | 

I  The  top  section  is  reinforced  by  the  intermediate  I 

I  section.     The  3-section  design  makes  it  possible  to  | 

I  raise  the  platform  16  inches  higher  and  drop  it  12  | 

I  inches   lower  than  can   be   done  with  the  old-style  i 

I  2-section   tower.  | 

I  We'll  gladly  send  you  details.  | 

I  J,  R.  McCARDELL  CO^  | 

I  Trenton,  New  Jersey,  U.  S.  A.  | 

inilllJlllllllliiiiriliriirriiiiiiriiriiiiiiiiiiiiiiir iriiiriiiriiii liirMiiriiiiiiiiiiriiiriliiMiriiiriiiiiiiriiiiiiiiiiiiiir riiiiitirin'^ 

l^liiniiiiiiniliiiiiiiiii tiiiliitllliimiitiiiniitiiiiiiiiiitiiinilliiiiiiiiiiiiiiiiiiiiiiiiiiiliiiiiiiiiiiiiiiiiiiimiiiiituKllllllllliiiiiiilMmil', 


Drip  Points  for 
Added  Efficiency 


Tbe7  prevent  oreepinr  moisture  and  qnlckly  drain  the  Dcttl- 
cost  In  wet  weather,  keeping  the  inner  area  dry. 


The  Above  Insulator — No.  72 — Voltacet — Test- 
Wet  31.400,  Line  10.000. 


-Drjr  64.000 


Our  engineera  are  always  ready  to  help  yon  on  your  tlrnm  I 

tDeu)»*or  problem.    Write  for  catalog.  = 

Hemingray  Glass  Company  | 

Munde,  Ind.  | 

E«t.  1 84a — inc.   1870  I 

s 

fntinniiiiriiiiiiiiiiiiHiiimiiiiniiiiiiiiiiiiiraiiiiiiniiniiiriiiiiiiiiriiiiruiiiuiiiiiiiiiiiiiiiiiiiminiimniiiiiiiiiiniiiimimiiiiiiiiiiui^ 


Complete  satisfaction 

Operating  perfectly  and  requiring 
minimum  attention  for  maintenance 
and  lubrication,  Earll  Catchers  and 
Retrievers  give  genuinely  satisfactory 
results.  Their  refinement  of  design, 
and  mechanical  superiority  are  sum- 
marized in  the  following  five  features, 
peculiar  to  Earll  construction. 

No-wcar  Check  Pawl 

Free-Winding  Tension  Spring 

Ratchet  Wind 

Emergency  Release 

Perfect    Automatic   Lubrication 

Earll  Catchers  and  Retrievers 
C.  I.  EARLL,  York,  Pa. 

Canadian   Aff«nt»: 

Baltwa;  A  Power  EnstneertDg  Corp.,   L»td.,  Toronto.  Ont. 

In  Alt  Other  ForHpn  Countrie$: 

International   0«peral  Etectrlo  Co.,   Scbenectadj.   N.   T. 


4iiiiiiiiiiiiiiiiiiiiii(iiiiiiiiiiiiiiiiiiiniiuiiiiiiniitiiiniiiMmiiiiiiiiiiiiiiiuiiiMiniiniiiniiiiiHiiirMu*uiiiiMiiimiiiiitiiiiiiiiiiiiiiiiHiw 


June  16, 1928 


ELECTRIC  RAILWAY  JOURNAL 


59 


Cast  Steel  Frame,  including  cross  and 
end  transoms,  a  single  strong  unit. 

Pedestals  cast  integral  with  frame, 
protected  from  wear  by  renewable 
hardened  spring  steel  liners. 


(PATENTED 


Commonwealth  Trucks 

cut  operating  costs 

The  Commonwealth  Street  Railway  Truck  illustrated  above 
has  given  many  years  of  satisfactory  service  with  mainte- 
nance costs  practically  eliminated.  The  unsurpassed  per- 
formance records  of  this  and  other  Commonwealth  Trucks 
are  responsible  for  their  use  by  many  leading  railways. 

COMMONWEALTH  STEEL  COMPANY 

GRANITE  CITY,  ILL. 

g|iiiiiiiiitiiiiiiijiiiiiiiijiiiiiijiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiciiiiiiiiiitiiiiiiiiiiiiii(iiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiniiiJiiiiiiiiiiiiiiiiiiiiiiiiiii>;;    s>""<iiiiii)iiiiiiiiiiiiiiiii<ii>ii>iiiiiiiiiii>iii><ii"i><iii""""""iii<iii<i""""""'<"<"""i"'i""'i""""""<'"<"""""""">""'<""^ 

i  Griffin  Wheel  Company  1 1     Greater  Service 
I        410  North  Mich^an  Ave.         1 1  p^j.  Dollar  Invested  I 

I  Chicago,  111.  I  I  I 


I  Griffin  Wheels 

i 

I  with 

I  Chilled  Rims 

f  and 

I  Chilled  Back  of  Flanges 

I  For  Street  and  Interurban 

I  Railways 


"Tiger"  Bronze  Axle  and 
Armature  Bearings 

More-Jones  "Tiger"  Bronze  castings  for  axle  and 
armature  bearing  service  was  one  of  our  early  achieve- 
ments. This  is  probably  the  most  widely  known 
bronze  on  the  market.  It  has  stood  the  test  of  time. 
There  is  nothing  better  for  long,  efficient  and  most 
economical  results.    Let  us  quote  you. 


New  York,  N.  T. 
Jersey  City,  N.  1, 


Chicago 
Detroit 
Denver 
Cleveland 


FOUNDRIES: 

Boston 
Kansas  City 
Council  Bluffs 
Salt  Lake  City 


National  Bearing  Metals 
Corporation 

St.  Louis,  Mo. 


Pittsbargb,  Pa. 
Meadville,  Pa. 


St  Paul 
Los  Angeles 
Tacoma 
Cincinnati 


Portsmouth,  Va. 


MORE-JONES 
QUALITY  PRODUCTS 


'.iiillliiniiiriiiiiiiiiiiiiiiriiiiiiiriiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiniiiiiiipiiiiiiiriiiiiiiiiiiiiiiiiiiiiiin    fniiii iDiiiniiii iiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiii iiiiiiiiniair iiiii iiii n iiiiuiiiiiiiiS 


60 


*       ELECTRIC  RAILWAY  JOURNAL 


June  16,1928 


;;Baivk.eraiig  ;^ivgiiveei:^3j 


fosi),  Bacon  d  ^avia 

incorporated 

115  Broadway,  New  York 
PHILADELPHIA  tUlCAdO  SAN  FRANCISCO 


STONE  &  WEBSTER 

Incorporated 

Design  and  Construction 

Examinations     Reports    Appraisals 

Industrial  and  Public  Service  Properties 


VWm   TOBK 


B08T01I 


CHICAGO 


Sanderson  &  Porter 

ENGINEERS 
PUBLIC  UTILITIES  &  INDUSTRIALS 


DmIch 


EzomlnatloDi 


cmcAoo 


Cooatractlon 

BeporM 

NEW  YORK 


Manacement 
ValDatloni 


BAN  rBANCISCO 


ALBERT  S.  RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER.    MASSACHUSETTS 

RCPORTS-  APPRAISALS  •  RATES  ■  OPCRATION  ■  SKRVICB 


A.  L.  DRUM  &  COMPANY 

CanmuMng  and  ConMtrueting  EngOmtn 

VALUATION  AND  FINANCIAL  REPORTS 

RATE  STUDIES   FOR  PRESENTATION   TO   PUBUC   SERVICE 

COMMISSIONS 

CONSTRUCTION  AND  MANACEMENT  OF 

ELECTRIC  RAILWAYS 

230  South  Clark  Street,  Chicago,  III. 


KELKER,  DeLEUW  &  GO. 

CONSULTING  ENGINEERS 

REPORTS  ON 

Operating  Problemt  Valuationt  Traffic  Surrtj* 

111  W.  WathingtoD  Street,  Chicago,  III. 


J.  ROWLAND  BIBBINS 

Engineer— 2i0\  Connecticut  Ave.,  N.W.,  Washington,  D.  C. 

TRANSPORTATION  SURVEYS 

Organized    Traffic    Relief    and    Transit    Development 

Co-ordinating    Motor    Transport,    Railroad    and    City 

Plans,  Service,  Routing,  Valuation,  Economic  Studies 

EXPERIENCE  IN  20  CITIES 


E. 

H. 

FAILE  &  CO. 

Designers  of 

GaragM 

—  s« 

rvice  Buildings —  Terminals 

441  LKXIN«TOH  AVE.                                                       NEW  YOBK 

The  J.  G.  White 
Engineering  Corporation 

Engineers— Constructors 

Oil  Reflnerlei  and  Pipe  Lines.  Steam  and  Water  Power  Plants,  Transmission 
Systems,  Hotels,  Apartments.  Office  and  Industrial  Buildings,  Railroads. 

43  Exchanse  Place  New  York 


THE  BEELER  ORGANIZATION 

Transportation,  Traffic,  Operating  Surveys 

Better  Service — Financial  Reports 

Appraisals — Management 

52  Vanderbiit  Ave.  New  York 


Engelhardt  W.  Holst 

Consulting  Engineers 

Appraisals  Reports  Rates  Service  Inrestlcation 

Studies   on  Finaocial  and  Physical   Rehabilitation 

BeorranizatioD    Operation    Management 

683  Atlantic  Ave.,  BOSTON,  MASS. 


WALTER  JACKSON 

Consultant  on  Fares  and  Motor  Buses 

Tb*  Weekly  and  Sunday  Pass — Difiercntial 

Fares — Ride    Selling 

Holbrook  Hall  S-W-3 

160  Gramatan  Ave.,  Mt.  Vernon,  N.  Y. 


DAY  &  ZIMMERMANN.  Inc. 

ENGINEERS 

Design    -  Construction    -   Reports 

Valuations  -  Management 

PHILADELPHIA 


NEW  YORK 


CHICAGO 


STEVENS  &  WOOD 

incorporated 
ENGINEERS  AND  CONSTRUCTORS 

120  BROADWAY,  NEW  YORK 


KNOINEEBINO 
CONSTBnCTION 


YOUNGSTOWN.  O. 
CHICAGO.  ILL. 


FINANCING 
MANAGEMBNT 


HEMPHILL  &  WELLS 

CONSULTING  ENGINEERS 

Gardner  F.  Wells  Albert  W.  Hemphill 

A PPRA ISA  LS 

INVESTIGATIONS  COVERING 

Reorganization       Management       Operation       Construction 

43  Cedar  Street,  New  York  City 


McCLELLAN  &  JUNKERSFELD 

Incorporated 

Engineering  and  Construction 

Examinations — Reports — Valuations 
Transportation  Problems — ^Power  Developments 

68  TRINITY  PLACE  NEW  YORK 


June  16, 1928 


ELECTRIC  RAILWAY  JOURNAL 


61 


^iniiiiiiiiiimiiiiiimiiiiiiii iiiiiiiiiiiiiiniiiiiiiiiiii iiiiiiiiiiiii iii»iiiiii iiiniiiiiiiitiiiiiiiiiiiiiii m imn uiiunu iiiiitiiiiiiii iiiiiiiiiiiiiiiiniiiii iiiiiiimiiiiiiiiiiim i iimiuiimiiiiiiiiiuiiiiiiiiiiiimiiniii 

THE  BABCOCK  &  WILCOX  COMPANY 


Builders  since  1868  of 
Water  Tube  Boilers 
of  continuing  reliability 

BRANCH  OFFICES 
Atlanta,  Candler  Building 
Boston,  80  Federal  Street 
Chicago,  Marquette  Building 
Cincinnati,  Traction  Building 
Clbvkland,  Guardian  Building 
Dallas,  Texas,  Magnolia  Building 
Denver,  444  Seventeenth  Street 
Detroit,  Ford  Building 
Houston,  Texas,  Electric  Building 
Los  Angeles,  Central  Building 
New  Orleans,  344  Camp  Street 


85  Liberty  Street,  New  York 

Makers  of  Steam  Superheaters 
since  1898  and  of  Chain  Grate 
Stokers    since    1893 


WORKS 
Bayonne,  N.  J. 
Barberton,  Ohio 


wuiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiitiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiniiiiiiiiiiiiimiiiiimiiiiiiiHiiiiiiiiiimiiii 


BRANCH  OFFICES 

Philadblphia,  Packard  Building 

Phoenix,  Ariz.,  Heard  Building 

Pittsburgh,  Farmers  Deposit  Bank  ButldiiiB 

Portland,  Ore.,  Failing  Building 

Salt  Lake  City,  Kearns  Building 

San  Francisco,  Sheldon  Building 

Seattlb,  U  C.  Smith  Building 

Honolulu,  T.  H.,  Castle  &  Cooke  Building 

Havana,  Cuba,  Calle  de  Aguiar  104 

San  Juan,  Porto  Rico,  Royal  Bank  BulldlnK 


iiiiiiiiiiiiiiitiiiiimiiiiuiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuik. 


C.  B.  BCCHANAK 

PreHldeiit 


JR. 


JOHN  F.  LAVNG 

Vice-President 


W.   H.   PRICE, 

8ec*y-Trea8. 

BUCHANAN  &  LAYNG  CORPORATION 

Engineering  and  Management,  Construction 

Financial  Reports,  Traffic  Surveys 

and  Equipment  Maintenance 

BALTIMORE 

1004  Citizens  National 

Bank  Bldg. 


Phone : 
Hanover:  2142 


NEW  YORK 
49  WaU  Street 


MiiiniimiiiiitiiiiiiiMiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiitiiitiiiiiiiiiiiiiiiiiiMiiiiiimimiiiiiiuiiiuiiiiiiiiiiiiiiiiiitiiiHHH 

RAIL  JOINTS 


DYNA  MOTORS 
WELDING  ROD 


TRAFFIC  CONSULTANT 

Preigrht  Rate.  Tarifl  and  Traffic  Analyses: 

Advisory  Freight  Traffic  Assistance 

on  Special  or  Monthly  Basis; 

Preparation  of  Cases  before  Interstate  Commerce 

Commission  and  State  Commissions. 


Mill! 


HALSEY  McGOVERN 

Bldg.,  17th  and  Pa.  Ave.,  Washington,  D.  C. 


THE  P.  EDWARD  WISH  SERVICE 

5T  Church  St.  Street  Railway  Inspection  131  State  St. 

NEW  YORK  DETECTIVES  BOSTON 


When  writing:  the  advertiser  for  information  or 

prices,  R  mention  of  the  Electric  Hallway 

Journal  would  be  appreciated. 


jiiiiiiiiiiuiiitiiiiiiniiiiiitiiiriiiriiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiitiiniiiiiiiiiiiiiiiiiiiiiniitiiitiiitiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiHir 


Gets  Every  Fare 

PEREY  TURNSTILES 
or  PASSIMETERS 

Use  them  in  yonr  Prepayment  Areas  and 
Street  Cars 


I  Black 

i    Varnished  Silk, 


and 
Varnished  Cambric, 


Yellow 
Varnished  Paper 


I  Irv-O-Slot  Insulation  Flexible  Varnished  Tubing 

I  Insulating   Varnishes   and   Compounds 

I         Irvington  Varnish  8C  Insulator  Co. 

I  Irvington,  N.  J. 

I  5<ile5  Representatives: 


Mitchell-Rand  Mfg.  Co..  N.  T. 
E.  M.  Wolcott.  Rochester 
I.  W.  Levine.  Montreal 
A.  L.  Oillies,  Toronto 


Prehler  Brothers  Inc..  Chicago  = 

White  Supply  Co.,  St.  Louis  | 

Clapp  &  LaMoree.  Los  Anreles  i 

Martin  Woodard,  Seattle  i 


UNA  Welding  &  Bonding  Co. 

Cleveland.  Ohio. 


^fimiiiminiiiiiniiiiiiiiiiinniiniiiiiKiiiiiiiiiiiiMiiiiiHiiHiiiiimimiiiimiiiiiiiiiiiiimitiiiiiiiiiimiiiiiiiiiiiiiiiiiiifiiiiiiniiiniHuie 

luiimiiMimniiiiniiniiiimiiMiiiMmiiMiiiiimiiiiimimimimimiiiiimiiiimiiiniHiMiMiiMimiimiiMiiiiMiiMimiiiiiiiiriHiiiMii'^ 

CAR  HEATING  8C  LIGHTING  CO.   j 
220  36th  St.,  Brooklyn,  N.  Y.  | 

WITH    OPEN    COIL   OR  I 

ENCLOSED  ELEMENTS  £ 


GOLD 


ELECTRIC  HEATERS 

THERMOSTAT   CONTROI^VENTILATORS      | 

WRITE  FOR  NEW  CATALOGUE  | 

jiiiiiiniiiiiiiiiMiiiiiniiitiiniiiiiuiininiiiiMiiiiiiiiiiiiiininiiiiiiiiiiiiiiniiiMiiriiiiiniiiiiiiiiiMiitiiiiiiiiiiiiiiiiiiiiifiiniiiiiiiiiiiiiiiiin 
:iiiiiiitiiiiiiiiiiiiHiiniiMiMiiiriiniiniiniiiiiitiiiiiiiiiiiniiniiniiiiiiiiiitiiiiiiiiiiiiiiiiiiiMitiiiiiiiiiiiiiiMiniiiiiHiiiriiiriitiiniiiiiiniM'. 


NIA&\KA  FALLS.  NY 
CHICAGO,  ILLINOIS 
EAST  .ST.LOUIS.  ILL 

Pl'EIJU),COLORAIX) 
5UPFIIIUR  .WISCONSIN 
LO:?  ANGKLES.  CAl. 
NIAG-\|tA    FALLS.  ONT,. 

i 

f 

•£ 
') 

Ti 

n 

RAMAPO  AUTOMATIC 
RETURN  SWITCH  STANDS 
FOR  PASSING  SIDINGS 
TEE  RAIL  SPECIAL  WORK. 

(MANGANESE  WORK  A  SPECIALTY 

SALES  OFFICES  AT  ALL  WORKS 
■  M.^in  Office.  HILLBURN,  N.Y. 


iiiiiiinHiiiiiiiiijiiininitiriiiiiiiiitiiiiiiiiiiiMiiiiiiiiiiiiiMiiiiniiniiiiiiniiiijiiiiiiiMiiiiitiiiiiiiiiitiniiiiiniiiiijiiiiiiniiiiiiiiiiMjiiiiii.- 
^iiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiMiiiiiniiiiiiiiiiJiiiiiiiiiiiiiiiiiiiJiiiuiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiijiiiiiiiiiiiiiiiiiiiiiJiiiiiiiiiiiiiiiiiiiniiiiJiriii: 


NORTHERN 


•BELL- 


-CEDAR   POLES. 


WESTERN 


Percy  Manufacturing  Co.,  Inc.     | 

101  Park  Avenue,  New  York  City  i 

PiiiiiiiiiiiiiiiiiiiiiiitiiiniiiiiuiiiiiiiiiiiiiiiiiiiiiniiiiiiiiitiiiiiiiiiiniiiiiiiiiiiiitiiiHiiiiiiniiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiS 

uiiiiimiiiiiinilniiiiiiiMmiininiiiiiiiiiniiniiiiimiitiiniiitimiiiiiiiiiiitiiiiiiiiiiimiiiiiiiiiiitiiiiiiitiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiii^ 

I  THE  WORLD'S  STANDARD  | 

^mVINGTON'' 


BUTT  TREATING 
ALL  GRADES 


TIES 


BELL    LUMBER    CO.,  Minneapolis.  Minn. 


TI 


.^iiniiiriiiMiiiiiiiiiiiniiiiiiniiiiiiriiiJiiiiiiJiiiiriiiiiiiiiiiiiiiiMiiiiiiiiiriiiiiiiiJiiiiriiiriiiiiiiiiiiiiiiiiJiiijiiiriiiiiiiiiiriiiiriiiiiiiiiiiiiriiiR 
aiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiliiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiuiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiii- 


Consumers'  Rubber  Co.,  Cleveland 
liiiuiiliiiiiiiiriiiiriiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiimiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiic 


FARE 

BOXES  for  BUSES 

Let   us  tell  you   of   this   especially  de- 
signed  box   for   this    class   of   service. 


The  Cleveland  Fare  Box  Co. 

4900  Lexington  Aye.,  CleTeUnd,  O. 

Canadian   Cleveland  Fare  Box   Co.,  Ltd, 

Preston,  Ontario 


.  Cg^Tmo  And  Sorting  Machines  Cg^gg:^  Tokens 

lllllliiilllllllllliiiiiiiriiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiriiiniiiiiiiiitiiiiiiiiiiiiiiiillllim riiiiiiiiiiiriiiMliriiMiiriiliiillilliiiiilllllllllli£ 


ELECTRIC  RAILWAY  JOURNAL 


June  16,1928 


,„ „„„„,„„ralll.ll,.fll mimllllimi, Hmuil mimur^      g,,l,im„.ii..„„u„mm.... km. um,„ , m„ m ,. i I ,lml| 


Use 


Am 


Co 


Electric  Railway 
Automatic  Signals 

for  Accessibility 
and  Reliability 


.^CO 


yftnerican' 

INSULATING 

rl  c  oj»apAwnr 


M 


32 1    Huntington    St. 
Philadelphia,  Pa. 


iiinilimiinrinniiiitiiitiriiiiriiiiiiiiriiiiriiiriiiniiiitiiitii)iiiin!!i.'.':jj:.'iiiiiiiiirriiiiiniMiMiitiiiiiiiiiiiiiiiiiiiiiiirllitiiHriiiililiii)iitii; 


I  Tisco  Manganese  Steel  | 

I  Special  Trackwork  | 

I  For  I 

I  Subway,  Elevated  and  | 

I  Surface  Lines  1 

I  WM.  WHARTON  JR.  &  CO.,  Inc.  I 

I  EASTON,  PA.  I 

I  SALES   OFFICES  | 

I  Boston            ChicaBO             El  Paso            Montreal             New  York  | 

I  Philadelphia         Pittsburgh         San  Francisco         Scranton  | 

^iiiiiiiiiiiiiiiiiiii If iiiiiiiii iiiiiiiiiiiit I nimimimiimiiiiiniiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiii iiiiiiS 


MliiiitiiiiHiitiiiiiiiiiiiiiiMiiiiiiiiitiiiniiinililiuilllinillllimillilluiiniiiuiiniiiiiiiiilnlliiiiliiilillliilliiiiiiiiliiiiiiillilitilllllllHlli^      uiii 

B.  A.  HEGEMAX,   Jr.   Preiident     H.  A.  HEOEMAN,   First  VIce-PrM.  and  Tre««. 
F.  T.  SARGENT,   Secretary  J.  M.  PRATT.  Vice-Pres.  In  charge  of  sales 

National  Railway  Appliance  Co. 


Graybar   BaildinK,   430   Lexington   Ave. 

BRANCH   OFFICES 


New   York 


illlllliiiiilliuiliillllllll iiiiiiiiilllilirii iiiiiillliuiiiiiimimiuiiuiimiiiiiuiiiiliuiiiiiiiiiiiuii lliliriuiiiiiiiiiiiiimiii^ 

"The  Standard  for  Rubbir  Insulation"  \ 

INSULATED  WIRES    I 
and  CABLES 

"Okonite"  "Manson"  and  Dundee  "A"  "B"  Tapes    I 

I 

Send  for  Handbook  | 

The  Okonite  Company  | 

The  Okonite-Callender  Cable  Company,  Inc.      | 

Factories,  Passaic,  N.  J.  Paterson,  N.  J.  | 

Sales    Offices:     New  York     Chicago     Pittsburgh      St.  Louis     Atlanta  = 

Birming-ham     San  Francisco     Los  Angeles     Seattle  i 

Pe  til  nB  all -Andrew!    Co.,    Boston,    Masb.              Aj*''^S****fc.  - 

F.  D.    Lavvrence  Electric  Co..   Cincinnati,   O       ^^T^^^  = 

Novelty    Electric   Co..    Phlla.,    Pa.              flqZy4SJ^Iy^  | 

Can.    Rep. :    Enslneerlns   Materlali    Limited,    Montreal.  | 

Cuban    Rep.:    Viator    G.    Mendoza    Co.,    Havana.  | 
iiiiiiiimniiriniiinMiiiMiiiinitMiiMimiimiiiiniMiiMiimirinimMiirMiiMiiMiiMiiriiiiiiiiiiiiMitiiiMiiniiiMiiiiniiiiinMiim^               simimiiimniimiiniimiimmiiniiiiiirmiinMnMHMUMnnniinMnMiiMniiiiMiiMiMiirMiiiiniiniiitMirMiiMHiiiiriiiiiiiiri^^ 

miiiNiiiimiiiiiiiiiiiiniiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiniiii MniiiiiiiimniuniiiiiiiiiiiiiiiiiiMiiiiiiiiuiiiiiiiiiiiiiiiniiiiiiri      uiiiiiiiiiiiiniuiiniiHiiinintiiiiiiniiniiMiiiiiiMiniiiiiiniitiiiMiiiimiiuiiiiiiiiiitiiiiiiuiiuiiiiiiuiiuiiiiiiiiiiniiitiiniiiiiiiiiiiiiiiiii! 


Munsey  Bldg..  Washington,  D.  C.        100  Boylston  St.,  Boston,  Mass.     £ 
Begeman-Castle  Corporation,  Railway  Exchange  Builc^ing.  Chicago.  111.     = 


RAILWAY  SUPPLIES 


Tool    Steel    Gears    and    Pinions 
Anglo-American     Varnish     Co., 

Varnishes.   Enamels,   etc. 
National    Hand  Holds 
Geneeco  Paint  Oils 
Dunham  Hopper  Door  Device 
Garland  Ventilators 
Walter  Ti^ctor  Snow  Plows 
Feasible  Drop  Brake  Staffs 
Ft.    Pitt    Spring    &    Mfg.    Co., 

Springs 
Bell  Register  Fare  Boxes 


Flaxlinum   Insulation 

Economy   Electric   Devices   Co. 

Power   Saving   and   Inspection 
Meters 

National  Safety  Devices  Com- 
pany's Whistle  Blowers, 
Gong  Ringers  and  Brake 
Hangers 

Godward  Gas  Generators 

Cowdry   Automotive  Brake 
Testing  Machine 


/^\ 


Boyerized  Parts: 


Brake  Pins                               Siirltig    Piist   Uiislilngs 

Brake    Hangers                        Spring   Posts 

Brake  Levers                           Bolster  ami  Traniom 

Pedestal   Glbt                              (Mianiig  Plates 

Brake   Fulcruma                      Munganese  IlraUe  Heads 

Turnbuckles                              Mangiiiiese  Truck  Parts 

rase  Hanlcned  Bushings         I-'ijrgUii;.s 

Center  Bearings                      Bronze  Bearings 

Side   Bearings                          KlcArtliur   Turnliiicklei 

Trolley  Pins 

Can    be    purrliaMed    thronsh    tile    followlni 

representatives: 

F  F.   Bodler. 

903    Monadnock  Bide..   San  Francisco,   Cal. 

W.   F.    McKcmiey. 

54  First  Street.  Portland.  Oregon. 

J.  H.  Denton. 

1328    Broadway.   New  Tork  City,  N.   T. 

A.  W.  Arlin. 

SIB  Delta  Bldg..   Los  Angeles,  Cal. 

OoubU  R«ffl«t«r 

■  rp*  K-ti 


International 
Registers 

Made  in  single  and  double 
typei  to  meet  requireinentt 
of  service.  For  hand  or  foot 
mechanical  or  electric  opera- 
tion. Counters,  car  fittingt, 
conductori'   punche*. 


Bemis 


The  International  Register  Co. 

13  South  Throop  Street,  Chicago,  Illinoii 


Car    Truck    Company  I  | 

Springfield,  Mass.  |  | 

^iiiiiiiiiiiiiiniiiiiiiiiiiiii I iiiiiiiiitiiiiiiiiniiiiiiiitiniiiiiiiiiiiiiiiiim iiiiMiiiiiiiiiiiiiiiiiiiiiiiiiii uimiiuiiiiiniim  ^,„, 

•M nil iiiiiiiiii iiiiiHiimiiiiiiiii iniiii i iuiiiiiiimiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiihiiiiiiiiiuiiiiiiiiiiiiiiii!:  uiiiiiiiiiimiiiiiiii I iiiiiiiiiiriiiiiiiiiiiiiiiiiii I iiiriiiriiiiiiiiiiiiiMiiiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiniii u 


The  DIFFERENTIAL  CAR 


£       E 


Standard  on  | 

60  Railways  for  | 

Track  Maintenance  | 

Track  Construction  = 

Ash  Disposal  | 

Coal  Hauling  | 

Concrete  Materials  i 

Waste  Handling  | 

Excavated  Materials  | 

Hauling  Cross  Ties  = 

Snow  Disposal  = 

Vse  These  Labor  Savert  | 

Differential  Crane  Car  E 

Clark   Concrete   Breaker  | 

Differential   3-way   Auto   Truck   Body  | 

Differential    Car   Wheel   Truck   and    Tractor  | 

THE  DIFFERENTIAL  STEEL  CAR  CO.,  Findlay,  O.  | 

illllllinillllllMlilllllllllirnlilllllllllilliniiiiiiiilliniil tiiiilllllllllll iiirliiiillllltlilMllllllllliliiilillllllliilillllllllli>iiiiiilli">< 


Lorain  Special  Trackwork 
Girder  Rails 

Electrically  Welded  Joints 
THE  LORAIN  STEEL  COMPANY 


Johnstown,  Pa, 
Safes  Offices: 


Atlanta 


New  York     5 
Dallas  i 


Chicago  Cleveland 

I  Piladelphia  Pittsburgh 

I  Pacific    Coaat    Representative; 

i  United  States  Steel  Products  Companj' 

I     Los  Angeles  Portland  San  Francisco  Seattle 

=  Export  Repreaentativm  : 

I  United  States  Steel  Products  Company,  New  York,  N.  Y. 

S)llliiiMiiMlililniiiiiMiiiiiiiiiiiiiMiiiiiiiiniiiniiiiiiiiMiiiintlillilllllirMiiiMiiiiiilliriiiiiii>iiiii)iiiiiiiiiiiiniiituiiiMiiiiiiirinilliiililll 


J  line   ir,.  1928 


ELECrRIC  RAILWAY  JOURNAL 


OS 


EARCHLIGHT    SECTION 

USED  EQUIPMENT  ca  NEW— BUSINESS  OPPORTUNITIES 

UNDISPI^I'BD— RATEPBRWOBD:  INFORMATION";                                                   DISPLu\YKl>    -HATK  I'ER  INCH: 

yojittoM    Wai,ltd.    1    cent.    .   word.   mltiiK.um  a„    .\„,nhe„    in    care    ot    any    of    our    „mtes  ',   ["     i   IZhl'. *l^j2    5?,   I1,'hI 

T5   cenn  an  insertion,  payable  In  adrance.  count  10  words  additional  In  unillsDlaye.l  ads,  ,,   J"   j^    Inches!!!:!!;!;::,".'    4:10    all  iS 

Paiilhm    V(K(rn«   and   all    othw   classini-atlon-^.  Itmcoimt  ot   10%    If   one  payment  is   made   in  Kates  forlarget'sJKtca!!  or  yearly  iales.  on  reQUCt 

s  tent!,  a  word,  minimum  charge  JJ.OO,  adyanco    for    four    consecutlye    losertims    i<!  Art  mlvertUing   iiu-k   Is   measured  yertlcally    iMi 

yrotn^mln,  40  cents  a  line  an  inaerlii  undUplaycd  ads    (not  including  proposalsj.  .  ono  column,  3  columns — 30  Inches — -to  a  l>a«t 


How  to  dispose  of 
surplus  stocks  of 
new  replacement 
and  repair  parts 
and  materials  ? 


A  question  of  unusual 
interest  to  the  execu- 
tives of  all  electric 
railways,  particularly 
Purchasing  Agents 
and  Storekeepers 


Write  the  Searchlight  Department  of  the  Electric 
Railway  Journal,  10th  Ave.  at  36th  St.,  New  York, 
N.  Y.,  if  you  are  interested  in  working  out  a  plan  that 
will  aid  in  the  distribution  of  this  material.  Include  a 
general  review — on  a  quantity  or  value  basis — of  the 
material  you  have. 


*■•• MMttlllllllltlMIMiril 


POSITIONS  WANTED 


MANAGER  or  general  superintendent ; 
fifteen  years'  successful  experience. 
PW-116,  Electric  Railway  Journal,  Tenth 
Ave.  at  36th  St.,  New  York. 


SUPERVISOR  bureau  investigation,  broad 
experience,  established  successful  record 
street  railway  and  bus  transportation: 
available  short  notice  ;  best  of  references. 
PW-112,  Electric  Railway  Journal,  Tenth 
Ave.   at   36th  St.,  New  York. 

SUPERINTENDENT  transportation,  wide 
experience,  established  successful  record, 
every  class  of  transportation,  progressive, 
efficient,  capable  getting  results  under  any 
condition ;  available  short  notice ;  fine 
references.  PW-H7,  Electric  Railway 
Journal,  Guardian  Bldg.,  Cleveland,  Ohio. 


-.•■IMIIMIIIIMMIIIII 


MiilUIIMIIHIIHIIiri:-' 


FOR  SALE 


HIIIIIIIIIIHIIIItllll-. 


Complete    and    up-to-date 

Double  Truck 
Line  Car 

4-Motor  Equipment,  $1500.00 
6— 203-L— G.  E.  Railway  Motor; 

Must  Remove  Above  Equipment  At  Once. 
Wire  us  if  interested 

H.  E.  Salzberg  Co.,  Inc. 

325  Broadway.   New  York  City 


I    WHEEL  PRESSES  1 

1  125-ton.    arranged   for  motor  drive.  I 

I  Excellent,    thoroughly    overhauled.    Cheap.  I 

1  ^LNICKER  IN  ST.  LOUIS  | 

I  Rails,  Locomotives,  Cranes,  Oil  Engines,  etc.  i 


JMIIIIIIIIIIMItllltllllHIIIMII 


tllNlvlllllt,' 


WANTED 


IIIMMIIIIIIIIIiMIIII 


tlllllKHIIIIIIM 


I  WANTED 

j  One  Standard  Gauge 
Steel  Under  Frame 
Motor  Flat  Gar 

I  Equipped  with  M.C.B.  couplers 
I  suitable  for  switching  steam  rail- 
I   road  cars  around  material  yard. 

i  The    Cincinnati    Street    Railway 

I  Company 

I  Attention  General  Manager 

I  Cincinnati.  Ohio 


64 


ELECTRIC  RAILWAY  JOURNAL 


June  16. 1928 


WHAT  AND  WHERE  TO  BUY 

Equipment,  Apparatus  and  Supplies  Used  by  the  Electric  Railway  Industry 
with   Names   of    Manufacturers   and   Distributors  Advertising   in   this    Issue 

This  index  is  published  as  a  convenience  to  the  reader.    Every  care  is  taken   to  make  it 
accurate,  but  Electric  Railway  Journal  assumes  no  responsibility  for  errors  or  omissions. 


AdvertisinK*  Street  Car 

Collier  Inc..  Barron  G. 
Air  Circuit   Breakers 

Roller-Smith    Co. 
Air  Brakes 

General  Electric  Co. 

Westinghouse  Air  Brake  Co. 
Air   Receivers  &  Aftercoolers 

Ingersoli-Rand  Co. 

Ammeters 

Roller-Smith   Co. 

Anchors,  Gay 

Elec.  Service  Supplies  Co. 

General   Electric  Co. 

Ohio  Brass  Co. 

Westinffhouse  E.  &  M.  Co. 
Armature  Shop  Tools 

Columbia  Machine  Wks. 

Elec.  Service  Supplies  Co. 
Automatic  ReKnlatorti, 
Voltage.   <'uj''"P"t   & 
Synchroniziiie 

Anieri<-aii   Brown   Boveri 
Electric  Corp. 
Automatic  Return  Switch 
Stands 

Ramapo  Ajax  Corp. 
Automatic  Safety  Switch 
Stands 

Ramapo  Ajax  Corp. 
Axles 

Bemis  Car  Truck  Co. 

Bethlehem  Steel  Co. 

Brill  Co..  Th«  J.  Q. 

Cincinnati   Car  Co. 

Illinois    Steel    Co. 

Standard  Steel  Works  Co. 

Westinffhouse  E.  &  M.  Co. 
Axles.    Steel 

Bethlehem   Steel   Co. 

Babbit  Metal 

National  Hearing  Metals  Co- 
Badges    and    Buttons 

Elec.    Service    Supplies    Co. 

International  Register  Co. 
Batteries,    Dry 

Nntitnial    Carbon    Co. 

Nichols-Lintern    Co. 

Batteries,   Storage 

EIe«-trir-  Storage  Batterj'  Co. 
Bearings,  Antl-Frictlon 

Hyatt   Roller  Bearing  Co. 
Bearmgs  and  Bearing  Metals 

Bemis  Car  Truck  Co. 

Cincinnati    Car   Co. 

Columbia  Mach:ne  Wks, 

Natl  Hearing  Metals  Corp. 

Westlnghouse  E.   &  M.  Co. 
Bearings.    Center    and    Roller 
Side 

Cincinnati  Car  Co. 

Stucki   Co..   A. 
Bearings.   Roller  and   Ball 

Hyatt   Roller  Bearing  Co. 
Bells  8i  Knzzers 

Consolidated  Car  Heating  Co. 
Bells  and  Gongs 

Brill   Co..   The  J    O. 

Cincinnati  Car  Co. 

Columbia  Machine  Wks. 

Eire.  Service  Supplies  Co. 

Benders,  Rail 

Railway  Trackwork  Co. 
Blowers    (Hand  Portable) 

Ideal  Comnnit'r  Dresser  Co. 
Bodies,  Bus 

Brill  Co..  The  J.  G. 

rnmminjTP  Car  &  Coach  Co 

Fitzjohn  M.fg.  Co. 
Boilers 

Babcock  &  Wllcox  Co. 
K(»ltK.    CaHp    Hardened 

BeniiH   C;ir   Truck   Co. 
Bolts  8i  Nuts.  Traek 

TlIinniB    Steel    Co. 
Bond  Testers 

American  Steel  &  Wire   Co. 

Elec.  Service  Supplies  Co. 

Roller-Smith    Co. 
Bonding  Apparatus 

Amer.  Steel  &  Wire  Co. 

Electric  Hv.   Iniprove.  Co. 

Elec.   Service  Supplies  Co. 

Ohio  Brass  Co. 

Railway   Trackwork  Co. 
Una  Welding  &  Bonding  Co. 
Bonds.  Rail  ^ 

American  Steel   &   Wire  Co. 

Elcciric  Ry.  Improve.  Co. 

Elec.  Service  Supplies  Co. 

General    Electric  Co. 

Ohio  Brass  Co. 

Paa-e  Steel  &  Wire  Co. 

Railway  Trackwork  Co. 


Una  Welding  &  Bonding  Co. 

Westinffhouse  E.  &  M.  Co. 
Book  Publishers 

McGraw-Hill    Book   Co. 
Brackets  and  Cross  Arms 
(See  also  Poles.  Ties, 
Posts,    etc.) 

Columbia  Machine  Wks. 

Electric  Rlwy.  Equip.  Co. 

Elec.  Service  Supplies  Co. 

General  Electric  Co. 

Ohio  Brass  Co. 
Brake  Adjusters 

Brill  Co..  The  J.  G. 

Cincinnati    Car   Co. 

Nat'l  Rlwy.  Appliance  Co. 

Westing-house  Tr.  Brake  Co. 
Brake  Shoes 

Bemis   Car   Truck   Co. 

Brill   Co..   The  J.  Q. 

Brake  Testers 

Nat'l.  Rlwy.  Appliance  Co. 
Brakes.    Brake    Systems    and 
Brake  Parts 

Bemis  Car  Truck  Co. 

Brill  Co..  The  J.  G. 

Cincinnati  Car  Co. 

Columbia  Machine  Wks. 

General  Electric  Co. 

National   Brake  Co. 

WestiiiFhousc  Tr.  Brake  Co. 
Brakes.  Magnetic  Rail 

Cincinnati  Car  Co. 
Brushes.  Carbon 

General    Electric  Co. 

National   Carbon  Co. 

Westlng'-jouse  E.  &  M.  Co. 
Brushes,    Graphite 

National    Carbon    Co. 
Brushes,   Metal    Graphite 

National   Carbon   Co. 
Brushes.  Wire  8i  Pneumatic 

iTig^ersoll-Rand   Co. 
Brushholders 

Columbia  Machine  Wks, 

General   Electric  Co. 

Rub  Lighting 

Nat'l.  Railway  Appliance  Co. 
Buses 

Cummings  Car  &  Coach  Co 

Graham   Bros. 

International    Harvester   Co. 

Versare  Corp. 

Buses,   Gas.  Klectrlc 

General  Electric  Co. 

Bushings.  Case  Hardened  and 
Manganese 
Bemis  Car  Truck  Co. 
Brill    Co..   The   J.   G. 
Cincinnati  Car  Co. 
Columbia  Machine  Wks 

Cables    (See  Wires  and 
Cables) 

Cambric    Tapes,    Yellow    and 
Black    Varnished 

General  Electric  Co. 
Irvinjrton  Varnish  &  Ins.  Co. 
Mica  Insulator  Co. 

Carbon   Brushes    (See 
Brushes.  Carbon) 

Carbon    Paste,    Welding 

National    Carbon    Co. 

Carbon  Plates,  Weldlnc 

National   Carbon   Co. 

Carbon   Rods.   Welding 

National    Carbon   Co. 

Car   Lighting   Fixtures 

Elec.  Service  Supplies  Co. 

Car  Panel  Safety  Switches 

ConH()li<iatf(l  Car  Htp.  Co. 
Westlnghouse  E.  &  M.  Co. 

Car  Steps,  Safety 

Cincinnati  Car  Co. 

Car  Wheels,  Rolled  Steel 

Bethlehem  Steel  Co. 

Cars.   Dnmp 
Brill  Co..  The  J.  G. 
Differential   Steel   Car  Co. 

Cars.   Gas-Electric 
Brill  Co..  The  J.   G. 
General    Electric  Co. 
Westlnghouse  El  c.   A  Mff. 

Cars.   Gas,   Rail 

Brill  Co..  The  J.  G. 

Cars.  Passenger,  Frelrht,  Ex- 
press, etc. 
American  Car  Co. 


Brill  Co..  The  J.  G. 

Cincinnati  Car  Co. 

Cnnimings  Car  &  Coach  Co 

Kuhlman  Car  Co.,  G.  C. 

Wason    Mfg.    Co. 
Cars.   Self-propelled 

Brill  Co.,  The  J.  G. 
Castings,    Brass    Composition 
or  Copper 

Cincinnati  Car  Co. 

Columbia  Machine  Wks. 

Nat'l.   Bearing   Metals  Corp. 
Castings,  Gray  Iron  and  Steel 

American    Steel    Foundries 

Bemis  Car  Truck  Co. 

Columbia  Machine  Works  &. 

Standard  Steel  Works  Co. 

Wm.    Wharton.    Jr.    &    Co.. 

Castings,  Malleable  &  Brass 

Bemis  Car  Truck  Co. 

Columbia  Machine  Wks. 
Catchers  and  Retrievers. 

Trolley 
Earn.  C.  I. 

Elec.  Service  Supplies  Co. 

Ohio   Brass   Co. 
Change  Carriers 

Cleveland   Fare   Box   Co. 

Electric  Service  Supplies  Co 
Change   Trays 

Cincinnati    Car   Co. 
Circuit-Breakers 

General  Electric  Co. 

Roller-Smith    Co. 

Westlnghouse  E.   &  M.   Co. 

Cirrult   Breakers    (oil) 

American    Bi'own    Boveri 
Electric  Corp. 

Clamps  and  Connectors  for 
Wires  and  Cables 

Columbia  Machine  Wks. 
Electric   Rlwy.   Equip.  Co. 
Electric   Ry.    Improve.    Cu. 
Elec.   Service   Supplies   Co. 
Ohio   Brass   Co. 
Westinghouse  E.  A  M.  Co. 

Cleaners  and  Scrapers,   Track 

(See   also  Snow-Plows 
Sweepers  and   Brooms) 

Brill  Co..  The  J.  G. 

Cincinnati    Car    Co. 

Coal  and  Ash  Handling  (See 
Conveying  and  Hoisting 
Machinery) 

Coil     Banding     and     Winding 
Machines 
Coliunbia  Machine  Wks. 
Elec.  Service  Supplies  Co. 
Westinghouse  E.  &  M.  Co. 

Colls,   Armature  and  Field 

Columbia  Machine  Wks. 
E<-oiioin.v   Elect.  Devices  C<i. 
Elliott  Thompson  Elect.  Co. 
General    Electric  Co. 
Westinghouse    E.    &.   M.    Co 

Coils.    Choke    and   Kicking 

Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Westinprhouse  E.  &  M.  Co. 

Coin   Changers 

Johnson   Pare   Box   Co. 

Coin   Counting   Machines 

Cleveland  Fare  Box  Co. 
International    Register   Co. 
Johnson  Fare  Box  Co. 

Coin  Sorting  Machines 
Cleveland  Pare  Box  Co. 
Johnson    Pare    Box   Co. 

Coin    Wrappers 

Cleveland  Fare  Box  Co. 

Commutator  Cement 

Ideal   Coninmlator  Dresser. 

Commutator  Equipment 

Ideal   roniniutator  Dresser. 

Commutator    Grinding    Toole 

Ideal  Comniutator  Dresser. 

Commutator  Mica 
ITndereutter 

Ideal   Comniutator   Dresser. 

Commutators.   Parts 

General  Electric  Co. 

Commutator    Slotters 

Columbia  Machine  Wks. 
Elec.  Service  Supplies  Co. 
Westinghouse  E.  &  M.  Co. 

Commutator  Slotting  Files 

Ideal    Commutator    Dresser 


Commutators    or    Parts 

Coltimbia  Machine  Wks. 

General   Electric   Co. 

Westnighouse  E.  &  M.  Co. 
Compressors.    Air 

General    Electric    Co. 

Inpersoll-Rand  Co. 

Sullivan    Machinery    Co. 

Westing^house  Tr.  Brake  Co. 
Compressors.    Portable 
*Inn"ersoll-Rand  Co. 

Sullivan    Machinery    Co. 
Compressors.    Gas 

Sullivan    Machinery    Co. 

Condensers 

Ini:erf*oll-Ran<i   Co. 

Westinghouse  E.  &  M.  Co. 
Connectors,   Solderless 

Westing-house  E.  &  M.  Co. 
Connectors,     Trailer     Car 

Columbia  Machine  Wks. 

Consolidated  Car  Heating  Co. 

Elec.   Service   Supplies   Co. 

Ohio  Brass  Co. 
Controllers  or  Parts 

Columbia  Machine  Wks. 

General    Electric   Co. 

Westlnghouse   E.   &  M.   Co. 
Controller    Regulators 

Elec.  Service  Supplies  Co. 
Controlling  Systems 

General    Electric  Co. 

Westinghouse  E.  &  M.  Co. 
Converters,  Rotary 

General    Electric   Co. 

Westinghouse  E.   &  M.  Co. 
Copper  Wire 

American   Brass   Co. 

American  Steel   &   Wire  Co. 

Anaconda  Copper  Mining  Co. 

Page  Steel  &  Wire  Co. 
Copper   Wire    Instruments 
Measuring,    Testing   and 
Recording 

American  Brass  Co. 

American  Steel  &  Wire  Co. 

Anaconda  Copper  Mining  Co. 
Cord.   Bell,   Trolley,    Register 

American  Steel  &  Wire  Co. 

Brill    Co..    The   .1.    G. 

Elec.  Service  Stipplics  Co. 

International    Register    Co. 

Roebling's  Sous  Co..  J.   A. 
Cord  Connectorn  and  Couplers 

Elec.   Service   Supplies   Co. 
Couplers,  Car 

American    Steel    Foundries 

Brill    Co.,    The  J.   G. 

Cincinnati   Car  Co. 

Ohio  Brass  Co. 

Westinghouse  Tr.  Br.  Co. 
Cowl  Ventilators 

Nichols  Llntern  Co. 
Cranes,   Hoist   and   Lift 

Klc<'li'ic  Scr\ic('  Sup.  Co. 
Cross   Arms    (Se«  Brackets) 
Crossing   Foundations 

International  Steel  Tie  Co. 
Crossing.  Frog  and  Switch 

Ramapo    Ajax   Corp. 

Wm.  Wharton. Jr. &  Co.,  Inc. 
Crossing    Manganese 

Bethlehem    Steel   Co. 

Ramapo    Ajax   Corp. 

Wm.  Wharton. Jr. &  Co.,  Inc. 
Crossings 

Wm.    Wharton    Jr.    &    Co.. 

Ramapo   Ajax  Corp. 
Crossings.  Track   (See  Track 

Special  Work) 
Crossings.   Trolley 

General   Electric  Co. 

Ohio  Brass  Co. 

Westinghouse  E.   &  M.  Co. 
Curtains   &   Curtain   Fixtures 

Brill  Co.,  The  J.  G. 
Edwards  Co..  Inc.,  O    M. 

Cutting    Apparatus 

Electric    Railway    Tmprove 

ment  Co. 
General  Electric  Co. 
Railway   Track   Work   Co. 
Una  Weldinjr  &  Bonding  Co. 
Westinghouse  E.  &  M.  Co. 

Dealer's  Machinery  &  Second 
Hand  Equipment 

riticint);(ti    street    Rl'wy    Co. 
Zelnicker  in  St.  Louis 

Derailing    Devices    (Bee   also 
Track  Work) 

Dipralling  Switches 

Ramapo    Ajax   Corp. 


Destination    Signs 

Coliunbia  Machine  Wks. 
Elec  trie    Service    Supplies 

Detective    Service 

Wish-Service.  P.  Edward 

Door  Operating  Devices 

Brill  Co.,  The  J.  G. 
Cincinnati    Car   Co. 
Consolidated  Car  Heating  Co» 
National    Pneumatic   Co., 

Doors   and   Door   Fixtures 

Brill   Co..   The  J.   G. 
Cincinnati  Car  Co. 
Edwards  Co..  Inc..  O.  M. 
Hale-Kilburn  Co. 
Doors,  Folding  Vestibule 
National   Pneumatic   Co. 

Drilbi.,     Rock 

Sullivan    Machinery    Co. 

Drills.  Track 

Amer.  Steel  &  Wire  Co. 

Elec.   Service   Supplies  Co^ 

Injrersoll-Rand   Co. 

Ohio  Brass  Co. 
Dryers.   Sand 

Elec.  Service  Supplies  Co. 

Westinghouse  E.  &  M.  Co. 

Ears 

Columbia  Machine  Wks. 
Electric  Service  Supplies 
General  Electric  Co. 
Ohio    Brass   Co. 
Westinghouse  E.  &  M.  Co. 

Electric  Grinders 

Railway  Trackwork  Co. 

Electrical  Wires  and  Cables 
American   Steel   St.  Wire  Co* 
Hoebliiig''s   Sons   Co..   John 

Electrodes,  Carbon 
Railway  Trackwork  Co. 
Una  Welding  &  Bonding  Co. 

Klectrodes.    Steel 
Railwny   Trackwork   Co. 
Una  Welding  &  Bonding:  Co. 

Engineers,     Consulting,     Con- 
tracting  and    Operating 
Beeler.  John  A. 

Bibbins.  Roland  J. 
Buchanan    &    Layng    Corp. 
Day    &    Ztmmermann,    Inc. 
A.  L.  Drum  &  Co. 
Faile  &  Co..   E.   H. 
Ford.    Bacon    &    Davis 
Hemphill  &  Wells 
Hoist,    Eng-elhardt   W. 
Jackson.  Walter 
Kelker    &    DeLeuw 
MoClellan  &  Junkersfeld 
McGovern.   Halsey 
Richey.   Albert  S. 
Sanderson   &  Porter 
Stevens  &   Wood,  Inc. 
Stone   &   Webster 
White  Eng.  Corp..  The  J.  G.. 

Engines.  Gas.  Oil  or  Steam 

InKCisoll-Rand   Cti. 

Westlnghouse  E.  &  M.  Co. 
Fare  Boxes 

Cleveland  Fare   Box  Co. 

Economy    Elect.   Devices  Co. 

Johnson  Fare  Box  Co. 

Ohmer  Fare  Reirinter  Co. 

Percy  Mfg.  Co..  Inc. 
Fare    Registers 

Electric   Service  Sup.  Co. 

Johnson   Fare   Box   Co. 

Ohmer  Fare  Reiriwter  Co. 
Fenc*^,     Woven     Wire     and 
Frnce    rf'osts 

Amer.  Steel   &   Wire  Co. 

Fenders   and   Wheel    Guards 

Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Star   Brass  Works 
Fibre  and  Fibre  Tubing 
Westlnghouse  E.  &  M.  Co. 

Field  Coils   (See  Colls) 

Flashlights 
National   Carbon   Co. 

Flood'ights 

Eire.  Service  Supplies  Co. 
General   Electric  Co. 

Forglngs 
Brjil   Co..  The  J.  G. 
Carnegie  Steel  Co. 
Cincinnati  Car  Co. 
Columbia    Machine    Works 
Standard  Steel   Works  Co.  j 

(Cont.  on  page  06) 


June   16.  1928  P:LECTRIC  RAILWAY  JOURNAL  65 

HHMiiiiiiiniiHiiiiiiiMiiii(iimiiiiiiiiimiii(iiMiiMiiiuuiiiiimmiiuiiiiiiiuiimimiiiiiiitiiniimiii)iiiiniiiiiiiimiiiiiiiiiiiumuuui|^      H"i"nMitiiiMiiiiiiniiiitiiiiiiiiniiiiiiiiiiii(iiiiiiiiriiiiiiiiiiniiiitiiniiiiiiiiiitiiiniiiniiiiiiitiiiiiiiuiiiiiiiiiiitiiitiiiiiiiniiitiiiMiiiiiiii'' 


Long  Life 

Remarkable  Performance 

Are  features  built  into  every 
Elliott  -  Thompson  coil.  The 
reason  is  that  they  slip  into 
grooves  without  abuse. 

You  get  the  added  wear, 
improved  performance,  full 
efficiency. 

Elliott-Thompson  coils  are  espe- 
cially fine  for  maintenance  work. 
Try  them  on  your  next  job. 

THE  ELLIOTT-THOMPSON 
ELECTRIC  CO. 

Ajax  Bldg.,  Cleveland,  Ohio 


COLUMBIA 


I   Railway  Supplies  and  Equipmeat 


Machine  and 
Sheet  Metal  Work 

Forgings 

Special  Machinery 

and   Patterns 

Grey  Iron  and 
Brass  Castings 

Armature  and 
Field  Coils. 


The  Columbia  Machine  Works  and  M.  I.  Co. 
265  Chestnut  St.,  corner  Atlantic  Ava., 
Brooklyn,  New  York 


311111111 iiiiifim iiiiiiiiii iiniriii fiiiiiiiii iiiiriiiiiuiiiii iiiitiiiiiriK iiiiitiiiiiiiiuiiiriiiiiiiiii:      :iiiiiiiiiiiiiiiiiiiiiiiiiiifiiiriiiiiiiiirifiiiiiiii iii i ii jii iiiiiiiirijiiii iiiiiiiiimuiiimiiiiu i in 

giiiiimiiiiiiiiiiiiiiiJiiiiiiiiiiiiiiiii 1 Miiiii I iiiitiin I iiiiiiiiiiiiiiiiiiiiiiiii iiiiiiiriiirr      £i iiiiiiiiiiiMiiiiii I iiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiii if mil ii mil imiimi 111111111;: 


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llililliillliiililiiiiiiiiiiiiiiiiniiiiiiiitlliilillliilllllllliiillililiiiiiiiiiiiiiiiiililllllliillillllllliitliliiiitiiiiiiiiitiiiiiiiiiiiiillllliiiiiiiiiill 

Bethlehem  Products  for 
Electric  Railways 

Tee  and  Girder  Rails ;  Machine  Fitted  Joints ; 
Splice  Bars;  Hard  Center  Frogs;  Hard  Center 
Mates;  Rolled  Alloy  Steel  Crossings;  Abbott  and 
Center  Rib  Base  Plates;  Rolled  Steel  Wheels  and 
Forged  Axles;  Tie  Rods;  Bolts;  Tie  Plates  and 
Pole  Line  Material. 

Catalog  Sent  on  Request 
BETHLEHEM  STEEL  COMPANY,  Bethlehem,  Pa. 

BETHLEHEM 

MiiiimiiiiimiiiiiiiiiiiiiiiiiiimiiiiiiiiiuiiHiiiiiHiiimiiiiiiiiiiiMifniuiiniiiiiiiiimimiiiiiimimiiiiiiiiiiiiiiiimiiiiiniiiiiiit^ 


I        Kalamazoo  Trolley  Wheels 

I  The  value  of  Kalamazoo  Trolley 

I  Wheels    and    Harps    has    been 

I  demonstrated  by  large  and  small 

I  electric    railway    systems    for    a 

I  period    of   thirty  years.     Being 

I  exclusive     manufacturers,     with 

I  DO  other  lines  to  maintain,  it  is 

I  through  the  high  quality  of  our 

I  product  that  we  merit  the  large 

I  patronage  we  now  enjoy.    With 

I  the   assurance  that  you   pay  no 

I  premium    for    quality    we    will 

I  appreciate  your  inquiries. 

I  THE  STAR  BRASS  WORKS 

I  KALAMAZOO,  MICH.,  U.  S.  A. 

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^iiiiiiiniiniMiiiiiiMiiiiiiiniiiiiiiniiiniuiiiiiitiiniiiiiniMiiuiiiuiriiiriiniiiiiiiiiiiiiiiiiiiriiiiiiitiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiii 


Arc  Weld 


Rail  Bonds 


I  AND  ALL  OTHER  TYPES 

I  Descriptive  Catalogue  Furnished 

I  American  Steel  8C  Wire  Company 

=  CHICAGO.   NEW  TORK.   BOSTON.    CLEVELAND.    WOBCESTEB.   PHILADEL 

S  PHIA,     PITTSnUROH.     BUFFALO.     DETBOTT.     CINCINNATI.     BALTIMOBK 

=  WILKBS-BARRB,    ST  LOUIS.    KANSAS  CITT.    ST.  PAUL.    OKLAHOMA  CITT 

=  BIRMINGHAM.  MEMPHIS.  DALLAS.  ATLANTA.  DENVER.  SALT  LAKE  CITT 

I  EXPORT  REPRESENTATIVE:   U,   S.   STEEL  PRODUCTS  CO..  NEW  YORK 

=  PACIFIC  COAST  REPRESENTATIVE:    U.   S.   STEEL  PRODUCTS  COMPANl. 

i  SAN  FRANCISCO.    LOS  ANOELES.    PORTLAND.    SEATTLE, 
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66 

Fro^   &   Crossings,  Tee  Rail 

Bethlehem  Steel  Co. 

Lorain    Steel   Co. 

Bamapo  Ajax  Corp. 

Wm.  Wharton.Jr.A  Co..  Inc. 
FroES,    Track    (See   Track 

Work) 
Fro^,   Trolley 

Electric  Service  Supplies  Co 

General  Electric  Co. 

Ohio   Brass   Co. 

Westinffhouse  E.  &  M.  Co. 
Ftinnell  Casting 

Wm.   Wharton.   Jr.    &   Co. 
Fomaoes,  Electric 

American   Brown  Boveri 
Electric  Corp. 

Fuses  and  Fase  Boxei 

Columbia  Machine  Wks. 

Consolidate*!  Car  Htg.  Co. 

General   Electric   Co. 

Westinffhouse  E.  &  M.  Co. 
Garasre  equipment 
Columbia   Machine   Works   & 
M.   I.   Co. 

Westinffhouse  Tr.  Br.  Co. 
Gas  Electric  Drive  for  Bases 
Si  Trucks 

General  Electric  Co. 
Gas    Producers 

Westing^house  K.  &  M.  Co. 

Gasoline 

Standard   Oil   Co.    (Indiana 

Gasoline  Torches 

Economy  Elect.  Devices  Co. 

Gates.  Car 

Brill   Co..   The  J.   O. 
Cincinnati  Car  Co. 

Gear  Blanks 

Bethlehem   Steel   Co. 
Carnegrie  Steel  Co. 
Brill   Co..    The  J.   G. 
Standard   Steel   Works   Co. 

Gear  Cases 
Columbia  Machine  Wks. 
Eiec.  Service  Supplies  Co. 
W'esting-house  E.  &  M.  Co. 

Gears    and    Pinions 

Bemis   Car  Truck  Co. 
Bethlehem   Steel   Co. 
Columbia  Machine  Wks. 
Electric    Service    Supplies 
General  Electric  Co. 
National  Railway  Appliance 
Tool  Steel  Gear  &  Pinion 

Generators 

American   Brown  Boveri 

Electric  Corp, 
General  Electric  Co. 
North   East   Electric  Co. 
Westinffhouse  E.  &  M.  Co. 

Girder  Rails 
Bethlehem   Steel   Co. 
Lorain    Steel    Co. 

Glass 

Protex   Glass  Co. 

Gongs   (See  Bells  and  Gongs) 

Grinders   and    Grinding 
Sapplies 

Railway  Traokwork  Co. 

Grinders,  Portable 

Inircrsoil-Rand   Co. 
Railway  Traokwork   Co. 

Grinders.  Portable  Eleetrle 

Railway  Trackwork  Co. 

Grinding  Bricks  and  Wheels 

Railway  Trackwork   Co. 

Ground  Wires 
Page  Steel  &  Wire  Co. 

Guard   Rail   Clamps 

Lorain  Steel  Co. 

Ramapo    Ajax   Corp. 

Wm.  Wharton.  Jr.  &  Co. .Inc. 

Guard    Ralls,    Tee    Rail    and 

Manganese 
Ramapo    Ajax   Corp. 
Wm.  Wharton.  Jr.  Sc  Co. .Inc. 

Guards.   Trolley 

Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 

Hammers,  Pneumatic 

Ing^ersoll-Rand  Co. 

Harps.    Trolley 

Columbia  Mach.  Wks.*  M.I. 
Rlec.  Service  Supplies  Co. 
General   Electric  Cn. 
Nat'l    BcarinK'    Metals    Corp. 
Ohio   Brans  Co. 
Star  Brass  Works 

Headlights 

Elec.  Service  Supplies  Co. 
General    Electric  Co. 
Guide  Motor  Lamp  Mfp,  Co. 
Ohio   Brass  Co. 

Headlining 

Columbia  Machine  Wks. 

Heaters,  Bus 
Nichols-Lintern    Co. 

Heaters,  Car  (Electrte) 

Consolidated  Car  Htg.   Co. 


ELECTRIC  RAILWAY  JOURNAL 


June  16, 1928 


Economy  Elect.  Devices  Co. 

Gold  Car  Heatlns  &  Light- 
Co. 

Railway  trtillty  Co. 

Smith  Heater  Co..  Peter 
Heaters,    Car,    Hot    Air    and 
Water 

Smith  Heater  Co..  Peter 
Heaters,  Car.  Stove 

Smith  Heater  Co..  Peter 
Helmets — Welding 

Railway  Trackwork   Co. 

Una  Welding  &  Bonding  Co. 

Hoists 

Ingersoll-Rand  Co. 
Sullivan   Machinery   Co. 

Hose,  Bridges 

Ohio  Brass  Co. 
Hose,  Pnenniatle 

Westin^house  Tr.  Br.  Co. 
Ignition  I'nits 

North  East  Electric  Co. 

Industrial   Tractors 

International    Harvester   Co. 

iDstrnments,  Measuring. 
Testing   and    Recording 

American   Steel   &  Wire  Co. 
Economy  Elect.  Devices  Co. 
General  Electric  Co. 
Nat'l.    Railway    Appliance 
Roller-Smith    Co. 
Westinghouse  E.  &  M.  Co. 

Insulating  Cloth,  Paper  and 
Tape 

General  Electric  Co. 
Irvlngton  Varnish  &  Ins.  Co. 
Mica  Insulator  Co. 
Okonite  Co. 

Okonite-Callender  Cable  Co. 
United  States  Rubber  Co. 
Westinghouse  E.  &  M.  Co. 

Insniating  Silk 
Irrington  Varnish  &  Ins.  Co. 

Insniating  Tarnishes 

Irvlngton  Varnish  &  Ins.  Co. 

Insolation     (See  also  Paints) 

Electric  Railway  Equipt.  Co. 
Electric  Service  Sup.  Co. 
Irvlngton  Varnish  &  Ins.  Co. 
Mica  Insulator  Co. 
Okonite  Co. 

Okonite-Callendcr  C.lble   Co. 
Unitcii    States   Rubber  Co. 
Westinghouse  E.  &  M.  Co. 

InsDlatton   Slot 
Irvlngton  Varnish  &  Ins.  Co. 

Insniatnr  Pins 

Elec.  Service  Sapplies  Co. 
Ohio  Brass  Co. 

Insulators    (See  also  Line 
Material) 

Electric  Railway  Euuipt.  Co. 
Elec.  Service  Supplies  Co. 
General    Electric    Co. 
Hemingray  Glass  Co. 
Irvlngton  Varnish  &  Ins.  Co. 
Ohio   Brass  Co 
Westinghouse  E.  &  M.  Co. 

Internrban  Cars  (See  Cars 
Passenger,  Freight  Express 
etc.) 

Jacks    (See  also  Cranes. 
Hoists   and   Lifts) 

Buda  Co. 

Columbia  Machine  Wk«. 

Elec    Service  Supplies  Co. 

Joints,  Rail    (See  Rail  Joints) 

Inarnnl   Boxes 

Bemis  Car  Truck  Co. 
Brill  Co..  The  J.  Q. 
Cincinnati    Car   Co. 

Lamps.  Gonrds  and  Fixtures 

Elec.    Service   Sup.   Co. 

Westinghouse  E.  &  M.  Co. 

Lamps,  Arc  and  Incandescent 
(See  also  Headlights) 
(General  Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Lamps,    Signal    and    Marker 

Eiec.  Service  Supplies  Co. 
NicholB-Lintern  Co. 

Lanterns,    Classlflcatlon 
NlcholsLlntem  t^o. 

Letter  Boards 
Nichols-Lintern    Co. 
Cincinnati  Car  Co. 

Lighting  Fixtures 
Guide  Motor  Lamp  Mfg.  Co. 
Lighting    Fixtares,     Interior 
Electric  Service    Supplies 

Lighting  Systems 

North  East  Electric  Co. 

Lightning  Protection 
Electric  Service  Sup.  Co. 
(Jeneral  Electric  Co. 
Westinghouse   E.   &  M.   Co. 

Line  Material    (See   also 
Brackets.    Insulators, 
Wires,  etc. 
Electric  Railway  Equipt.  Co. 
Electric   Service   Sup.   Co. 
General    Electric  Co 
Nat'l.  Bearing  Metals  Corp. 


Ohio  Brass  Co. 

Westinghouse  B.  &  M.  Co. 
Locking  Spring  Boxes 

Lorain  Steel  Co. 

Wm.    Wharton,    Jr.    &    Co., 
Locomotives,    Diesel    Electric 

American  Brown  Boveri 
Electric  (7orp. 
Locomotives,  Electric 

American   Brown  Boveri 
Electric  Corp. 

Cincinnati  Car  Co. 

Cummings  Car  &  Coach  Co 

General   Electric  Co. 

St.  Louis  Car  Co. 

Westinghouse   E.   &  M.   Co 
Locomotives,  Oil  Engine, 
Electric  Driven 

Ingersoil-Rand  Co. 
Lubricating  Engineers 

Standard  Oil  Co.  (Indiana) 

Universal    Lubricating    Co. 
Lubricants,  Oil  and  GreMe 

Standard  Oil  Co.  (Indiana) 

Universal  Ltibricating  Co. 
Machinery,  Insulating 

Amer.  Insulating  Mach.  Co. 
Man^nese  Steel  Castings 

Bemis  Car  .Truck  Co. 

Lorain  Steel  Co. 

Wm.  Wharton,  Jr.  &  Co. 
Manganese  Steel  Guard  Rails 

Ramapo   Aia.x   Corp. 

Wm.  Wharton,  Jr.  &  Co. 
Manganese   Steel,  Special 
Track    Works 

Bethlehem  Steel  Co. 

Ramapo    Ajax   Corp. 

Wm.   Wharton.  Jr.  &  Co. 
Manganese    Steel    Switches, 
Frogs   and   Crossings 

Bethlehem  Steel  Co. 

Lorain  Steel  Co. 

Ramapo  Ajax  Corp. 

Wm.  Wharton.  Jr.  &  Co. 
Meters    (See   Instruments) 

Roller-Smith   Co. 
Mies 

Mica  Instilator  Co. 
Mirrors.    Inside    and    Outside 

Cincinnati    Car   Co. 
Motor  Buses    (See  Buses) 
IMotors  &  Generator  Sets 

Aincriran   Brown   Boveri 
Electric  Corp, 
Motors,    Generators    &    Con- 
trols  for  Gas   Electric   Buses 

General  Electric  Co. 
Motors.    Electric 

General  Electric  Co. 

Westinghouse  E.  &  M.  Co. 

Motorman's  Seats 

Brill   Co..    The   J.    G. 

Cincinnati  Car  Co. 

Electric  Service  Sup,  Co. 

Hale-Kilburn  Co. 
Nuts  and  Bolts 

Bemis  Car  Truck   Co. 

Bethlehem   Steel  Co. 

Cincinnati    Car  Co. 

Ohmmeters 

Roller-Smith  Co. 

Omnibuses    (See  Bases) 

Ovens 
Young  Bros. 

Oxy-Acetylene     (See    Cutting 
Apparatus) 

Packing 

Tnlted   States  Rubber  Co, 
WeBtinghouse  Tr.   Br.  Co. 

Paints  and  Varnishes    (Insu- 
lating) 
Electric  Service  Sup.  Co. 
Irvington  Varnish  &  Ins.  Co. 
Mica  Insulator  Co. 

Paints  Si  Varnishes,  Railway 

National  Ry.  Appliance  Co. 

Pavement  Breakers 

InKrcrsoll-Raiid  Co. 
Sullivan    Machinery    Co. 

Pickups.   Trolley   Wire 

Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 

Pinion  Pullers 

Elec,    Service    Supplies    Co. 
Pinions  (See  Gears) 

pins.   Case  Hardened 

Bcmiu  Car  Truck   Co. 

Pins,    Case    Hardened,    Wood 
and    Iron 

Ohio   Brass  Co. 
Westinghouse  Tr.  Brake  Co. 

Pine  Fittings 
Standard  Steel  Works  Co. 
Westinghouse  Tr.  Brake  Co. 

Planers  (See  Machine  Tools) 

Plates  for  Tee  Rail  Switches 
Ramapo   Ajax  Corp. 

Fliers,    Rubber   Insulated 

Electric  Service  Sup.  Co. 

Pneumatic  Tools 
Ingersoll-Rand  Co. 


Pole  Line  Hardware 

Bethleiiem  Steel  Co. 
Electric  Service  Sup.  Co. 

General  Electric  Co. 
Ohio  Brass  Co. 
Poles,  Metal  Street 
Electric  Railway  EquipmeBt 

Co. 
Poles,  Tics,  Posts,  Pllini 

and  Lumber 
Bell   Lumber  Co. 
International    Creosoting    & 

Construction  Co. 

J.  F.  Prettyman  &  Son 
Poles   &    Ties,   Treated 

Bell   Lumber  Co. 
International    Creosoting    & 
Construction  Co. 
Poles,    Trolley 

Bell  Lumber  Co, 

Electric  Service  Sup.   Co. 
Poles,  Tubular  Steel 

Electric  Railway  Equipment 
Co. 

Electric  Service  Sup.  Co. 
Portable  Grinders 
Buda  Co. 
Potheads 

Okonite  Co. 

Okonite-Callender  Cable  Co. 

Inc. 
Power  Saving  Devices 

Economy    Electric    Devices 
Co. 

National  Railway  Appliance 
Co. 
Pressings,  Special  Steel 

Cincinnati    Car    Co. 
Pressure  Regulators 

General  Electric  Co. 

Westinghouse   E.    &   M.    Co. 

Westinghouse    Tr.   Br.    Co. 
Pnmps 

A.  S.  Cameron  Steel  Pump 
Works  (Ingersoll-Rand Co) 

Ingersoll-Rand  Co.    (A.  S. 

Cameron  Steel  Pumps  Wks.) 
Pumps,   Air  Lift 

Sullivan   Machinery    Co. 
Pnmps,  Vacuum 

Ingersoil-RaTid  Co. 

Sullivan  Machinery   Co. 
Punches,  Ticket 

International   Register  Co. 
Rail  Braces  and  Fastenings 

Ramapo    Ajax   Corp. 
Rail  Filler 

Carey  &  Co.,  Philip 
Rail  Grinders  (See  Grinders) 
Rail  Joints 

Illinois    Steel    Co. 

Rail  Joint  Co.,  The 
Rail   Joints — Welded 

Lorain  Steel  Co. 
Ralls,  Steel 

Bethlehem  Steel  Co. 

Illinois    Steel    Co. 
Rail    Welding 

Railway  Trackwork  Co. 

Una  Welding  &  Bonding  Co. 
Railway  Safety  Switches 

Consolidated   Car  Heating  Co 

Westinghouse  E.  &  M.  Co. 
Rattan 

Brill  Co..  The  J.  G. 

runiminga  Car  &  Coach  Co 

Electric  Service  Sup.  Co. 

Hale-Kilburn   Co. 
Rectifiers,  Mercury  Arc 
Power 

American  Brown  Boveri 

Electric  Corp. 
Registers  and  Fittings 

Brill  Co..  The  J.  G. 

Cincinnati  Car  Co. 

Electric  Service  Sup.  Co. 

International  Register  Co. 

Money  Meter;*.  Inc. 

Ohmer  Fare  Register  Co. 

Reinforcement,  Concrete 

Amer.  Steel  &  Wire  Co. 

Bethlehem  Steel  Co. 

Carnegie  Steel  Co. 
Repair  Shop  Appliances   (See 
also  Coil  Banding  and 
Winding    Machines) 

Elec.  Service  Supplies  Co. 
Repair  Work  (See  also  Colls) 

Westinghouse  E,  &  M,  Co. 
Rcplacers,  Car 

Cincinnati  Car  Co. 

Electric  Service  Sup.  Co. 
Resistances  .  . 

Consolidated  Car  Heating  Co 

General   Electric  Co. 
Resistance,  Wire  and  Tube 

American  Steel   &  Wire  Co 

Westinghouse  E.   &  M.  Co. 
Retrievers,  Trolley   (See 
Catchers   and    Retrievers, 
Trolley) 
Rheostats 

General  Electric  Co. 

Mica  Insulator  Co. 

Westinghouse  E.  A  M.  Co. 
Roller  Bearings 

Hyatt  Roller  Bearing  Co. 

Rubber  Specialties 
United  States   Rubber  Co. 


Sanders,  Track. 

Brill  Co..  The  J.  G. 

O.  M.  Edwards  Co..  Inc. 

Electric  Service  Sup.  Co. 

Nichols-Lintern  Co. 

Ohio  Brass  Co. 
Sash  Fixtures,  Car 

Brill  Co..  The  J.  G. 
Edwards  Co..  Inc.,  O.  M. 

Cincinnati  Car  Co. 
Sash,  Metal.    Car  Windjw 
Edwards  Co..  Inc.,  O.  M. 

Hale-Kilburn  Co. 
Scrapers,   Track    (See    Clean- 
ers and  Scrapers,  Track) 
Screw  Drivers,  Rubber 
Insulated 

Electric  Service  Sup.  Co. 
Seating  Materials 

Brill  Co..  The  J.  G. 

Fitzjohn   Mfg.  Co. 

Hale-Kilburn   Co. 
Seats,  Bus 

Brill  Co.,  The  J.  G. 

Hale-Kilburn   Co. 
Seats,  Car  (See  also  Rattan) 

BrlU  Co..  The  J.  G. 

Cincinnati  Car  Co. 

Hale-Kilburn  Co. 
Second  Hand  Equipment 

Cincinnati    Street    Rl'wy   Co. 

Zelnicker  in  St.  Louis 
Shades,  Vestibgle 

Brill  Co.,  The  J.  G. 

Cincinnati  Car  Co. 
Short   Circuit   Finders 

Ideal  Commutator  Dresser 
Shovels 

Brill  Co..  The  J.  G. 
Shovels,  Power 

Brill  Co.,  The  J.  G. 
SLde  Bearings    (See  Bearing 

Center   and   Side) 
Signals,  Car  Starting 

Consolidated  Car  Heating  Co 

Electric  Service  Sup.  Co 

National  Pneumatic  Co.  ' 
Signals,  Indicating 

Nichols-Lintern    Co 
Signal  Systems.  Block 

Electric  Service  Sup.  Co. 

Nachod  &  U.  S.  Signal  Co. 
Signal   Systems,  Highway 
Crossing 

Nachod  &  U.  S.  Signal  Co. 
Signals,  Warning 

North    East   Electric   Co. 

*'»«•;,  Adjusters    (See    Brake 

Adjusters) 
Slag 

Carnegie  Steel  Co. 
Sleet  Wheels  and  Cutters 

Columbia  Machine  Wks 

Cmcinnati  Car  Co. 

Electric  Ry.  Improve.   Co 

tiectrie  Railway  Equip.  Co. 

.gieclrlc  Service  Supplies  Co. 

Nat  1.   Bearing   Metals  Coip. 
Smokestacks,  Car 

Nichols-Lintern   Co. 
Snow    Plows 

Nat'l.  Railway  Appliance  Co. 
Snow-Plows,     Sweepera    and 
Brooms 

Brill  Co..  J.   G. 

Columbia  Machine  \Vks, 

Cunimings  Car  &  Coach  Co 
Snow  Sweeper,  Rattan 

Brill  Co.,  J,  G. 
Soldering    and     Brazing     .Ap- 
paratus    (See    Welding 
Processes    and    Apparatus) 
Speedometer'* 

North   East   Electric   Co. 
Special    Adhesive    Papers 

Irvington  Varnish  He  Ins.  Co. 
Special    Trackwork 

Bethlehem  Steel  Co. 

Buda  Co. 

Wm.  Wharton,  Jr.  &  Co.,  Inc. 

Lorain  Steel  Co. 
Spikes 

American  Steel  &  Wire  Co. 

Illinois    Steel    Co. 
Splicing  Compounds 

United    States    Ruliber  Co. 

Westinghouse  E.  &  M.  Co. 
Splicing  Sleeves  (See  Clamps 

and   Connectors) 
Springs 

Nat'l.  Railway  Api)Iiaticc  Co. 
Springs,  Car  and  Truck 

American  Steel  F(»undrie8 

Amer.   Steel   &   Wire  Co. 

Bemis  Car  Truck  Co. 

Brill  Co..  The  J.  G. 

Cincinnati  Car  Co. 

Standard  Steel  Works  Co. 
Sprinklers,  Track  and 

Brill  Co.,  The  J,  G 

Cummings  Car  Sc  Coach 
Starters 

North    East    Electric  Co. 
Steel  and  Steel  Prodnrts        \ 

American  Steel  &  Wire  Co. 

Illinois    Steel    Co. 

(Cont,  on  page  08) 


jinic  16, 1928 


ELECTRIC   RAILWAY  JOURNAL 


67 


■M iimiiimn irriimmiimiuiniMirHirriiiiimi.riiii film iiiimiiiiiiiiimMmiiinimiiiiiiiKiHiiiiMHUiiuiiiM!:      HiiiiiMiiimiiiimiimiiiiiiiiimmimi ii in i i iiiiiiin i i inn iini nnnmi nrar 


Best  for  Railway  Equipment  I 

IDEAL 

Commutator  Resurfacers  | 

are  the  fastest  cutting,  longest  lived  resurfacers  on  § 

the   market.      191:^8   improved   types   show    remark-  | 

able  efticiency.  = 

85%    Copper  grindings.  = 

159&    Resurfacer  and  carbon  brush  grindings.  = 

Only   Ideal  can  show  this  efficiency  E 

Send  cr-upon  now  for    10    fiat/  FREE   tri^  offer.  = 

IDEAL   COMMUTATOR   DRESSER    CO..  1 

1019    Park    Ave..    Sycamore,    111.            6-28  e 

Please   send   us   details   regarding   your    10  = 

day   FREE  trial  offer.  = 

Name    Position    = 

Address    S 

City    State    | 

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Advertisements  for  the  | 

Searchlight    Section  | 

Can   be  received  at  the  New  | 

York  Office  of  Electric  | 

Railway  Journal  | 

until  10  a.  m.  I 


Let  the 
Passenger 

Audit 


Wednesday 

For  issue  out  Saturday 


I  An    instantaneous    audit    by    the    passenger    of  i 

I  NICKELS,  DIMES,  QUARTERS,  METAL  | 

I  TICKETS  in  various  combinations.  | 

I  PORTABLE— STATIONARY   or   ELECTRIC— Posi-  | 

I  tive  at-the-source  protection  for  your  revenue.  | 

I  Money-Meters,  Inc.     i^lZ^l  K.'^,t.r''°c«^•  | 

I  3209  Book  Tower,  Detroit,  Mich.  | 

~.(it"ii tMiiiiiriiiriiiiiiiiiiiiiiiiiiiiiiiiitiiiiMrtiiiiiitMiiiiiiiiiiiiiiiiiriniiiiiiiiiiiiiiriiiriiuiniiiiriitiiiiiitiiiiiliiiilllliimiililiiiiiiifi 

9MirMiiniiiiiiiiMiiiiiiiiiiMiiiiiiinniiMii(niniMiiriiiuiiniMiiMiiMiiMiiniMiiMitriimirMiiiiirMiniriiiniiMiiMiiiiiiiiiiitiiiiiiiiiniiiiii' 


PHONO-ELECTRIC 

CONTACT  WIRE 

gives  three  times  the  service 
of  hard  drawn  copper. 
Standard  with  lead- 
ing railways. 

Write  for  Phono  Book  -^full  of  useful  facts. 

Bridgeport  Brass  Co. 

Bridgeport,  Conn. 


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'imiinMiitiiiriiiiiiiiiriiiiiiiiiiiiiiiriniiniiiiinriitniriiitMiiiiiiiitiiiiitii'iiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiuiiiiiitiiiiiiiiiiiiiiiitiiiiiiiiiiiiiB 
itiiiiiiiiiimiiir iiiiniiiiiiiiiiiii iitiiiiiiiiiiiiiitiiiiiiiiiiriiiiiiiiMiiii iiiiiriiiiriiii iiiiiiiiiiiiiiiiiiii^      aiiiitiiiniitiiiiiitiiitiiiiiii iiiiuiniiniiii i iiiiiiiiiiiii iiiiiiiniiiiiiiiinimiitiiiiiitiiiiiiiiiiiiiiiiiitiitiiDiiiiiinii'j 


RAIIWAIJ  If-riUTV  (NQMPAWH 

CAR  COMFORT  WITH     HEATERS 


Electrical  Wires  &  Cables  |  |     UTILITY 


John  A.  Roebiing's  Sons  Co.  Trenton.  N.  J.  | 

■iiHiiiiiiriiiiiriiiiiiiiiiiiiiiriiiMiiiiiMitiiiiiiiiiiriiiiiiniiHiiriiniinMiiiiniiiriiiiiiniiiiiiniiiriiitiiiitiiitiiiiiiiitiiiiiiiiiiKiiniiiiiitiiiE 
liiriiiiiiiiiiiuiiiiiiiiiiiiiuiiiiiiirijiiiiiiiiiiiiiijiiiiiiiiiiiiiiiriiii iiiiiiiiiiiiiiimiijriiiiiiiiiiiiiiiiiiiijiiijiiiuiiijiijiiiiiiiiiiijiiuiuiiu 

Your  Name  | 

in  this  space  in  all  issues  where  larger  | 

display  space  is  not  used  backs  up  your  I 

advertising    campaign    and    keeps    your  | 

name  in  the  classified  section.  | 

iiiiiiDiiiiiiiiiiiiiiiirniiiiiiiiiiiiiiiiiriiiiiiiiintiiiriii tiiiiiiiriiiriiiininiiiiiiniiiiirriiiiiiiiiiiiiiiiiMulliiiiHiiHtilliitiiiiiiiiiiiiitp 

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STUCKI   I 

SIDE      i 

BEARINGS  I 

A.  STUCKI  CO.  I 
Oliver  Bldg.        | 
Pittsburgh,     Pa.   i 
4iHii)iiiiiiiit iiiiiiiiiiiiiiK •iiiMiiiiiitiiiiiiMiiiiiiiiittiiiiitMiiiiiiiinMiiiiHiiiiriiiniiiiMiiiiiiiitiiiiiMiMiMc^iiniPfiiiiiiiiiiiiir 

iiiiHiiitiiiiiiitiimiiiiiiMiitiiiiiiiiMiiiiuiiiiiiriiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiMiiiiiiMiiiiiiiiiiiiiiiriiitiiiiit: 

Efficient  Bus  Heating  | 

with  I 

The  N-L  Venti-Duct  Heater 

THE  NICHOLS-LINTERN  CO.  | 

I  ''Ofio  Lorain  Ave.  Cleveland.  Ohio  I 

Tiitiiiiiimiiiiiimiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiilliuiiliililiillliiiiiiiiiiiiifn 


REGULATORS 
VENTILATORS 


i       S34 1-2347     Indiana    St 
I  Chicago,  ni. 

^1 


ISSS  Broadway      | 
New  York,  N.  Y.  | 

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Write  for 
Cataloaue 


■iiiiiiiiittiitiiiiiiiiilliliiiiriiiiiiiiiriiilMiriiiiiiiiiiiiiiiiiriiiriiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiitniiiilllliiillllllllillllllllllilliriiiiirtiiiiK 

I     RAIL  JOINTS 

I  The  Rail  Joint  Company 

I  165  Broadway,  New  York  City 

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Eniiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiininiiiniiiiiiiiiiiiiiiiniiiiiitiiiiiiniiiiiiiiiiiiiiiiiiiiniiiiiiiiiniiniiiiiitiiiiiifiiniiiiiiiiiiiiiiiiiiiiiiii*- , 

I  A  IIIIIIIIIIIH^  c^j.  Heating  and  Ventilating 


PS 


Tsm= 


I  ^IIIIIIIIIIIIIV^ 

I 


— are  no  longer  operatinf  problems.  We 'can  show  you 
how  to  take  care  of  both  with  one  equipment.  The  Peter 
Smith  Forced  Ventilation  Hot  Air  Heater  will  save,  lo 
addition,  40%  to  60%  of  the  cost  or  any  other  car  heat- 
ing   and    ventilating    system.      Write    for   details. 

The  Peter  Smith  Heater  Company 
6209  Hamilton   Ave.,   Detroit,   Mich. 


^tiniiKiiiiiiniiiiiiniiiiinriiiiiiiiiiriiriiiiiuiiir iiiiiiriniiiiiiiiiiiiiniiiiiiiMiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiitiiiiiiimniiiiiiiiiiiittiP 

/nlMIllIlllllH1llnMnrlllUllrllllllllllllllMllllllllll(lrMlll1llllllllllllllllrllllllllllll1lllllllllMllHlllllllllll1rlillllllllllllllllllllnlllllllIll■^ 


^^v%. 


Rod,  Wire  and  Cable  Products 

ANACONDA  anaconda  copper  mining  company 
the  american  brass  company 

General  Offices    -    -  _25  Broadivay,  New  York 

ANACONDA  TROLLEY  WIRE 


'«iiiiiiitiiiiiiiriiitiiiiiirMiriHriiiiiiiiiitriniiniiiiiiiriiiiiniiniii>iiiiriiiiiiiiiitiiiiiitiiiiiiiiii)iiiiiiiiiiiiiiiii(ii;iiiiiiiiiiiiiiimiitiiitiin 


68 


ELECTRIC   RAILWAY  JOURNAL 


June   16, 1928 


ALPHABETICAL  INDEX  TO  ADVERTISEMENTS 

Tlila  index  is  published  as  a  convenience  to  the  reader.    Every  care  is  taken  to  make  it 
accurate,  Dut  Electric  Railway  Journal  assumes  do  responsibility  lor  errors  or  omissions. 


Page 
[A] 

American  Brass  Co..  The 67 

American   Brown  Boveri  Electric 

Co i 9 

American   Car   Co Third  Cover 

American  Insulating  Mach.  Co.  .    62 

American    Steel    Foundries 6 

American    Steel    &    Wire    Co ...  .    65 
Anaconda  Copper  Mining  Co.  .  .    67 

IB] 

Babcock  &  Wilcox  Co 61 

Beeler    Org^anization.    The 60 

Bell  Lumber  Co 61 

Bemis  Car  Truck  Co 62 

Bethlehem  Steel    Co 65 

Bibhins.   Rowland  J 60 

Bridgeport    Brass   Co 67 

Brill    Co..   The   J.    G ....  Third  Cover 

Buchanan  &  Layng  Corporation.  61 

Buda   Company.   The.  ......  .7.  56 

[C] 

Carey   Co..    The    Philip 44 

Cincinnati   Car   Co 16.  17 

Cincinnati  Street  Railway  Co...  63 

Cleveland  Fare  Box  Co..  The...  61 

Collier.    Inc..    Barron   0 48 

Columbia  Machine  Works  & 

M.  I.   Co 65 

Commonwealth   Steel   Co 59 

Consolidated   Car   Heating  Co...  66 

Cunimings  Car   &  Coach   Co....  18 

[D] 

Dayton  Mechanical  Tie  Co.. 

Insert  51.  53 

Day  A   Zinimcrmann.   Inc 60 

Differential  Steel  Car  Co..  The.  .    66 
Drum  &  Co.,  A.  L 60 

[B] 

Earll.  C.  1 58 

Economy    Electric   Devices  Co.  .  19 

Edwards   Co..   O.   M 40 


Page 

Electric  Railwa.v  Equipment  Co.  .50 
Electrical    Railway   Improvement 

Co..    The    49 

Electric  Service  Supplies  Co ...  .  7 
Electric    Storage    Battery    Co.. 

The    35 

Elliott-Thompson     Electric     Co., 

The    85 

[F] 

Faile  &  Co..  E.  H 60 

Fisk    Tire    Co.,    Inc.,    The 45 

Pitzjohn    Mfg.    Co 37 

Ford.  Bacon  &  Davis.  Inc 60 

"For  Sale"   Ads 63 

IG] 

General  Tire  &  Rubber  Co..  The.  38 
General    Electric    Co.. 

33  and  Back  Cover 
Gold  Car  Healing  &  Ltg.  Co...  61 
Goodrich  Tire  Co..  The  B.  F.  .  .  .  35 
Goodjear    Tire     &    Rubber     Co.. 

The     38,  39 

Graham  Bros,,    Insert  11,  12,  13,  14 

Griffin  Wheel  Co 59 

Guide   Motor   Lamp    Mfg,    Co., 

Insert  41,  42 
IHI 

Hale   &   Kilhurn   Co 34 

•Help    Wanted"    Ads 63 

Hemingray    Glass   Co 58 

Hemphill    &   Wells    60 

Hoist   Englehardt  W 60 

Hyatt   Roller   Bearins   Co 43 

111 

Ideal  Commutator  Dresser  Co.  ..    67 

Illinois  Steel  Co 47 

Ingersoll'Rand   Co.    8 

Internalional    Creosoting    & 

Construction    Co 20 

International   Harvester  Co 37 

International    Regi.^iter   Co 62 

International    Steel   Tie   Co., 

Front  Cover 


Page 
Irvington  Varnish   &  Insulator 

Co 61 

Ml 

Jackson.     Walter     60 

Johnson   Fare  Box   Co 58 

IK] 

Kelker.  DeLeuw  &  Co 60 

Kuhlinan    Car    Co Third  Cover 

I  L] 

Lorain    Steel    Co..    The 63 

IM] 

McCardell    Co..    J.    R 58 

McClellan  &  Junkersleld    60 

McGovern.  Halsey    til 

Mica   Insulator   Co 5ti 

Money-Meters.   Inc 67 

INI 

Nachod  and  United  States  Signal 

Co..   Inc 56 

National  Bearing  Metals  Corp.  .  .  59 

National    Brake    Co.,    Inc 3.'i 

National    Carbon    Co 46 

National    Pneumatic    Co 15 

National   Railway  Appliance  Co.  63 

Nichols-Lintern    Co..    The 67 

North  East  Electric  Co.  .  /> 33 

lO] 

Ohio    Brass   Co 5 

Olmier  Fare   Rigister  Co 36 

Okonite-Callender  Cable  Co..  Inc., 

The     62 

Okonite  Co..  The 63 

IPI 

Page   Steel    &  Wire   Co 57 

Percy    Mfg.    Co.,    Inc 61 

Positions  Wanted  and  Vacant .  .  63 

Prettyman  &  Sons,  J.  P 55 

Protex    Glass    Co 34 


Pat 
I  K] 

Rail  Joint  Co..  The ti; 

Railway    Track-work    Co 4 

Railway    Utility    Co 8T 

Raniapo-Ajax    Co 01 

Richey,    Albert    S 60 

Roehling's  Sons  Co..  John  A.  .  .  .  67 

Roller-Smith    Co 66 

I  »] 

Salzberg  Co..    Inc..   A.  T 63 

Sanderson   &  Porter 60 

Searchlight    Section    63 

Smith   Heater   Co.,   Peter 87 

Standard   Oil    Co.    (Indiana)....  2a 

Standard   Steel    Works  Co 53 

Star   Brass    Work-s 65 

Stevens  &  Wood.   Inc 60 

Stone    &    Webster     60 

Stucki     Co..     A 67 

Sullivan   Machinery  Co 50 

IT] 

Tool  Steel  Gear  &  Pinion  Co.  .988A 

riT] 

Una  Welding  &  Bonding  Co.  .  .  .    01 

United   States   Rubber   Co 21 

Universal  Lubricating  Co.Insert  988B 

I  W] 

"Want"     Ads 65 

Waaon  Mfg,  Co Third  Cover 

Westinghouse  Electric  &  Mfg,  Co, 

Second  Cover 
Westinghouse  Traction  Brake  Co.    10 

Wharton,  Jr.   &  Co,,   Wm 63 

"What  and  Where  to  Buy" ,  64,  06.  68 
While  Engineering  Corp.,  J.  G..  60 
Wi.ili   Service,   The  P,   Edw 61 

y 

Young    Brothers    Co ...  .  Insert  988B 

IZ| 

Zelnickcr  in  St.  Louis 63 


WHAT  AND  WHERE  TO  BUY— Continued  from  page  66 


1 


fiteps.  Car 
.     Brill  Co..  The  J.  G. 

Cincinnati  Car  Co. 
Stokers,  Mechatilcsl 

Babcock  &  Wilcox  Co. 

Westinffhoiise  E.  &  M.  Co. 
8tone«    (Commutator) 

Ideal    Cuinniutator    Dresser 
btu|i  SigiiulH 

NlfholS'Lintern    Co. 
Sturase    Batteries    <8ee    Bftt- 

terleg.    Storage) 
Strain*     Insulators 

Electric  Service  Supplies  Co. 

General  Electric  Co. 

Ohio    Brass   Co. 

Westinghouse  E.  &  M.  Co. 
8tranfl 

American  Steel  8c  Wire  Co. 

Roeblinffs   Sons   Co..   J.    A. 
Street    Cars    (See   Cars*    Pas- 
sen^r.     Freight.     Express* 
etc.) 
Slrurtnral   StepI 

American    Brnwn   Boveri 
Electi'ic  Corp. 
SuperheaterM 

Babcock   &  Wilcox  Co. 
R weepers,    Snnw     (See    Snow 
I'liiwH,  Sweepers  and 
Broums) 
Switch    Stands    and    Flxtarei 

Ramapo  AJax  Corp. 
Switches 

American   Brown   Boveri 
Electric  Cnrp. 

Goneral  Electric  Co. 
Switches,   Selector 

NichnlB-Lintprn  Co. 
Switches    and    Switch  hoards 

ConBiiliclatfd    Car    Httr.    Co. 

Electrlf!    Service    9np.    Co. 

Wcstlnirhonse  E.  &  M.  Co. 
Switches,   Tee   Rail 

Ramapo  Ajax  Corp. 
Switrhes.    Tracic    (See   Track 

Special  Worl() 
Sv  neh  roHconett 

Rollcr-Smiih    Co. 
Tampers,  Tie 

Ititcrnfill-Raiul   Co. 

Railway  Trackwork   Co. 
Tapes  and  rioths    (See  Insa- 
latinir     rinth,     Paper     and 
Tape) 
Tee  Rail  Special  Track  Work 

Bethlehem  Steel  Co. 

Irf>rain  Steel  Co. 

Ramnno    A  \ftx   Corp. 

Wm.  Wharton.  Jr.  &  Co..  Inc. 


Telcphuueti    and    Partfi 

Electric  Service  Sup.  Co. 
Telephone  S  Telegraph    Wire 
American  Steel  &  Wire  Co. 
J.  A.   Roebting'fs  Sons  Co. 
Testing  Instruments   (See  In- 
struments. Electrical  Meas- 
uring, Testing,  etc.) 
ThcrmiihtatH 
Cun^oliduied  Car  HeatitigCo. 
Goltl  Car  Hl*r.  &  Lip.  Co. 
Railway  Uiillty  Co. 
Smith   Healer  Co..  Peler 
Ticket   Choppers  A  Destroyers 

Electric    Service    Sup.    Co. 
Ties.  Mechanical 

Dayton  Mechanical  Tie  Co. 
Tie  Dales 
Dlinois  Steel  Co. 
Ties  and  Tie  Rods.  Steel 

Inicrnational    Steel    Tie    Co. 
Ties,  Wood  Cross    (See  Polett 

Ties.  Posts,  etc.) 
T»res 
FiHk    Tire   Co..    Inc. 
Ocneral   Tire    &   Rubber  Co 
Goodrich    Rubber   Co..    B.  P. 
Goodyear    Tire    &    Rub.    Co. 
United   States   Rubber   Cu. 
Tokens 

Johnson   Fare  Box   Co. 
Tongue    Switches 

Wm.    Wharton,    Jr.    &    Co.. 
Tool   Steel 
Bcihlehem  Steel  Co. 
Carnegie  Steel   Co. 
Tools,  Track  &  Mlseellaneoao 
Amer.  Steel  &  Wire  Co. 
Columbia  Machine  Wks. 
Electric  Service   Sup.   Co. 
Railway   Trackwork   Co. 
Torches,  Acetylene   (See  Cut- 
ting   Apparatus) 
Tower  Wagons  Si  .4uto 
Trucks 
McCardell  Co..  J.  R. 
Towers   and   Transmission 
Structures 
WcBtinphouse  E.  &  M.  Co. 
Track  Expansion  Joints 

Wm.    Wharton.    Jr    &    Co- 
Track  Grinders 
Railway   Trackwork   Co. 
Ramano    A  lax    Corp 
Tina  Weldinc  &  Bonding  Co. 


track,   s^pevlal    Work 

lielhleheni    Steel   Co. 

Columbia  Maihme   VV'ks. 

iianiapo  Ajax  Corp. 

Wm.    Wharton.    Jr.    &    Co.. 
Trackless  Trolley  Cars 

Bnli   Co..    The   J.   O. 
TruntilVr   Inkuiiik   MachincH 

Ohnier  Karc   Kctrislcr  (,'o. 
Transfers    (See  Tickets) 
Transformers 

Aniorif  an    lirown   Bovcii 
Electrjf  Corp. 

General    Electric   Co. 

WeHtiiitrhouHc  E.  St  M.  Co. 
Treads  Safety  Stair  Car  Step 

Ciiiciiiiiall    Car    Co. 
Tree,    Wire 

Okoniie   Co. 

Oknnitc-Callender  Cable  Co. 
Trolley  ItaHCs 

Nat  I    Hcarine    Metals   Corp. 

Ohio   Hra88  Co 
Trolley    Bases,   Retrieving 

Ohio    Brass   Co. 
Trollei-     RnseA 

Brill    Co.,    The   J.    G. 

Wpatinp^hrniBe  E.  A  M.  Co. 
Trolley    Material    (Overhead) 

Electric  Service   Sup.   Co. 

General    Electric   Co. 

Nafl    Bcarinff    Metals   Corp. 

Ohio  Brass  Co. 

Westinghonse  E.  &  M.  Co. 
T-oIlev   i'hiH 

Bc"'i«    Ct-    Triu-k    Co. 
T'-olley    Wheel    Bushings 

Nat'I    Bcarinp    MftalH    Corp, 

^I'^f  HrRttft   Work*» 
Trolley  Wheels   (See  Wheels. 

Trolley) 
Trolley  Wire 

American  Brans  Co. 

American    Steel    Foundries 

Amer    Ste**I   *   Wire  Co. 

Anaconda  Copper  Mln.  Co. 

BridyeiMirl    TJf:"«'<  Co. 

Pafre  Steel  &  Wire  Co. 

RnebKnirs  Sons  Co.,  J.   A. 
TruekR.   Car 

Bemifl  Car  Truck  Co. 

Brill  Co..  The  J.  G. 

Cincinnati    Car   Co. 

Commonwealth    Steel    Corp. 

(;unimitisr«  Car  &  Coach  Co 
Truekx,  Motor 

l[itcriiatiorii:l    HarvcHtcr   Co. 
Tuhlnc.     Yellow     and     Black 
Flexible   VarnUh 

Trvinsrlnn  Vnrniwh  &  Tns.  Co 


Turbine,  Steam 

American   Brown    Boveri 
Electric  Corp. 

General   Electric  Co. 

Weatlngrhouse  E.  &  M.  Co. 
Turnstiles 

Elpctric   Service   Sup.   Co, 

Percy  Mfg.  Co..  Inc. 
Turntables 

Electric  Service  Supplies  Co. 
Valves 

Ohio   Brass   Co. 

Westinyhouse    Tr.    Br.    Co. 
Varnished    Papers    and    Silks 

Irvmglon  Varnish  &  Ins.  Co. 
Ventilators 

National   Ry.   Appliance  Co. 
Ventilators,  Car 

Brill   Co.,   The  J.   G. 

Cincinnati  Car  Co. 

CoiiBolidated  Car  Heating  Co. 

Nichols-Lintern    Co. 

Railway  Utility  Co. 
VoltaKC  Regulators 

North    Ea«l   Electric  Co. 

Voltmeters 

Roller-Smith    Co. 

Welded  Rail  Joints 

Electric    Ky.    Imp.    Co. 
Lorain   Steel   Co..   The 
Railway  Trackwork  Co. 
Una  Welding  &  Bonding  Co. 

Welders,    Portable    Electric 

Electric    Ry.    Imp.    Co. 
General   Electric  Co. 
Ohio  Brass  Co. 
Railwav   Trar-kwork    Co. 
TTna  Wcldinir  &  Bonding  Co. 
Westinghouse  E.  &  M.  Co. 

Welders.   Rail   Joint 

General    Electric  Co. 
Ohio    Bra««   Co. 
Railway  Trackwork  Co. 
Welding  Processes  and 
Apitnrntns 
Electric    Ry,    Imp.    Co. 
Ohio    Brass  Co. 
Railwav  Trackwork  Co. 
Una  Welding  &  Bonding  Co. 
Westinghouse  E.  &  M.  Co. 

Welding  Steel 

Electric    Rv.    Imp.    Co. 
Rnllwny  Trackwork   Co 
Una  Welding  &  Bonding  Co, 


Welding  Wire 

American  Steel   &  Wire  Co. 

Railway   Trackwork   Co. 

Roebling's  Sons  Co..  J.  A. 
Welding  Wire  and  Rods 

Page  Steel  &  Wire  Co. 

Railway  Trackwork  Co. 
Wheel    Guards    (See    Fenders 

and  Wheel  Guards) 
Wiieel   Presses    (See   Machine 

Tools) 
Wheels,  Car,   Cast    Iron 
Griffin  Wheel   Co. 
\\  heels.  Car  Steel  St  Steel  Tire 

American    Steel    Foundries 

li.-rnia  Car  Truck  Co. 

Illinois    Steel    Co. 

St.indard   Steel   Works  Co. 
Wheels.  Trolley 

Columbia  Machine  Wks. 

Eli'ctric   Rlwy   Eiiuip.   Co. 

Electric  Service  Supplies  Co. 

Nat'I    Bearing    Melals   Corp. 

Ohio  Brass  Co. 

Star  Brass   Works 
Wheels,   Wrought   Hteel 

Illinois    Steel    Co. 
Whistles,  Air 

Ohio   Brass  Co. 

Westinghouse  E.   &  M.  Co. 

Wcstinirhcmsc  Tr.  Brake  C*.. 

Window  Guards  A  Fittings 

Cincinnati  Car  Co. 
Wire    Connectors 

(Solderless  &  Tapcless) 

Ideal    Commutator    Dresser 

Wire    Splicing    Plyers 

Ideal     Commn  t  at.or     Dresser 
Wire,    Copper   Covered    Steel 

Page  Steel  &  Wire  Co. 

AVire   Rope 
Amer.  Steel  A  Wire  Co. 
Roehling's   Sons   Co.,   J,  A. 

Wires  and  Cables 
American   Brass  Co. 
Amer.   Steel   &  Wire  Co. 
Anaconda  Cooper  Min.  Co. 
Brideeixnt    Brasn   Co. 
General   Electric  Co. 
Okt>nite   Co.  ■ 

Okonite-Callender    Cable  Co.1 
Phb-"  Steel  &  Wire  Co. 
RoMiUnir's  Sons  Co.    J.  A. 
Westinghouse  E.  &  M.  Oo. 


June  16,  1928 


ELECTRIC  RAILWAY  JOURNAL 


f-.rrii-: 


-^..r 


r      . ,     Brill  c 
v^onsider  c^^^^  v- 


Seat 


-onstruction 


mm 


^v^^^^V- 


Brill  Seat  No.  105  for  single  end  cars  and  buses  is  a 
typical  example  of  Brill  seat  construction. 

The  frame  of  the  cushion  and  back  is  selected  ash.  An 
approved  type  spring  is  used  which  retains  its  shape  and 
imparts  unusually  comfortable  riding  qualities. 

Underneath  the  leather  upholstery  of  the  cushion  one  finds 
the  following  materials  in  the  order  named  :  cotton  batting, 
interlaced  hair,  hair  felt,  duck,  corrugated  steel  spring 
tops,  wide  jute  webbing,  steel  reinforcement  strips  and  the 
hour  glass  type  springs.  These  materials  form  part  of  the 
standard  construction  in  Brill  Seats. 

The  pedestal  is  constructed  of  No.  14  gauge  sheet  steel. 

Here,  then,  is  a  seat  that  is  attractive,  comfortable  and 
certain  to  withstand  many  years  of  hard  service.  Among 
the  transportation  companies  that  have  placed  orders  for 
this  type  of  Brill  Seat  during  the  past  year  are  the 
Youngstown  Municipal  Railway  Co.,  Detroit  United  and 
the  Cincinnati  Street  Railway  Company. 

Specify  Brill  Seats — it  pays. 

in  The  J.  G.  Brill  Company  |i 


w* 


General  Electric  experts  are 
always  ready  to  help  you  solve 
your  substation  problems. 
Communicate  with  the  nearest 
G-E  office. 


1. — Control  panels,  starting  and  running    panels, 
and  load-limiting  resistance 

2. — 300-kw.     automatically    controlled    synchro- 
nous converter 

3, — Automatic      Railway       Substation  —  Texas 
Interurban  Railway 


Substation  operation  for 
only  $970  a  year 


G-E  automatic  equipment  enabled  the  Texas 
Interurban  Railway  to  operate  and  maintain 
its  five  substations  at  an  average  cost  of 
$969.57  in  the  year  1926.  This  includes  re- 
pairs, inspection,  oil,  and  all  other  incidentals 
except  interest  and  depreciation,  and  amounts 
to  only  half  a  cent  per  car  mile. 

Substation  operators  can  appreciate  this  un- 
usually low  operating  and  maintenance  cost 
of  automatic  substations  as  compared  with 
that  of  other  types. 

Through  the  use  of  G-E  automatic  equip- 
ment, you  also  can  operate  and  maintain 
your  substations  with  great  economy  and 
dependability. 


^^^     130-4 

GENERAL  ELECTRIC 


GENERAL     ELECTRIC     COMPANY,     SCHENECTADY,     N. 


SALES      OFFICES     IN     PRINCIPAL      CITIBJ 


i£CTRlC  RAILWAY 
JOURNAL 


•iw-Hill  Publishing  Company,  Inc. 


JUNE  23,  1928 


Twenty  Cents  Per  Co 


,r^aK,E-  -;  .i^-wi*-.'= 


nwoorON  PUBLIC  L,B«>»«v 
HOUSTON,  TiXAS.  ^ 


In  all  the  swift  evolution  of  the  motor  coach  the  whole  effect  on  Timken 
Bearings  has  been  that  more  and  more  makers  keep  using  them  in 
more  and  more  places.  Many  makes  are  equipped  throughout  with  Timken 
Bearings — the  same  bearings  which  combine  the  low  rolling  resistance 
and  high  wear  resistance  essential  for  modern  railroad  car  journals. 

THE       TIMKEN       ROLLER       BEARING       CO.,       CANTON,       OHIO 


irnBniJsiEKi  ss; 


ELECTRIC  RAILWAY  JOURNAL 


June  23, 1928 


qk^'CHAM  PION 


Plenty  of  reasons  why 
this  new  Trolley  Ear  excels./ 


1  80  percent  conductivity 

2  Uniform  thickness  of  lips 

3  15   percent    reduction   in 

weight 

4  Less  burning — longer  life 

5  Lips  made  of  pure  bronze 


6  Special  alloy  used  in  body 
of  ear 

7  Tensile  strength  of  body — 
80,000  pounds  per 
square  inch 

8  New  process  of  permanent 

mould  casting 


Westinghouse  Electric  &  Manufacturing  Company 
East  Piltsburiih  Pennsylvania 

Salet  Offic««  in  All  Principal  Cities  of 
ihc  United  Stalct  and  Foreign  Countriet 


Westinghouse 


pp 


^ORR.8  BDCIC 

Managirnj  KUitor 

JOHN  A.  MILLEE.  Jb. 
Associate  Editor 

CLARENCE  W.  SQUIER 

AsEociato  Editor 

GEORGE  J.  MacMURBAY 

News  Editor 

G.  \V.  JAMES.  Jb. 

Assistant  Editor 


'^m 


Charles  Gordon.  Editor 


LOUIS  P.  STOLL 

Genera'.  Manager 


ffENRY  W.  BLAKE 

Senior  Editor 
L.  B.  CHURCH 
\sslstant  Editor,  Chlcaso 
PAIL  WOOTON 
Washington  Correspondent 
ALEX  McCALLUM 
Editorial  Representative 
London,  England 


Vol.  71,  No.  25 


June  23,  1928 


Pages  1017-1056 


CONTENTS 


Osgood-Bradley  Develops  New  Model  Sample  Car 1020 

Designed  to  meet  present-day  automobile  competition  this  car  is  a  striking 
example  of  what  can  be  done  to  improve  the  appearance,  comfort  and  perform- 
ance of  the  street  car.  The  car  was  developed  by  the  manufacturer  as  a  standard 
for  average  size  cities  to  be  built  on  a  production  basis. 

Dayton  Should  Pay  Higher  Fares 1026 

Extensive  survey  by  Ross  W.  Harris  reveals  the  need  of  a  higher  fare  and  relief 
from  traffic  congestion.  The  detailed  treatment  of  the  city's  transportation 
problem,  outlined  in  the  digest,  is  of  particular  interest. 


Are  We  Merely  Running  Cars? 1031 

By  E.  J.  McIlraith 

Much  "food  for  thought"  is  to  be  found  in  this  stirring  paper  presented  at  the 
recetit  Canadian  Electric  Railway  Association  convention.  Stressing  the  need 
of  a  complete  readjustment  in  thinking,  the  author  strikes  at  the  very  root  of  the 
industry's  great  problem  today. 


s 


Editorials    1017 

An  Indicator  of  Progress 

The  Code  That  Conquers 

This  Fine  and  Unselfish  Example 

Another  Neiv  Car  Makes  Its  Bow 

A  Mere  Matter  of  $136,000,000 

Tangible  Rewards  to  Careful 

Trainmen  in  Gary 
The  Added  Responsibility  of 

Their  Separation 


Next  Week! 


First  Installment  of 

Traffic  Survey 

in  San  Francisco 


Instruction  Panel  Explains 

Treadle  Door  Operation 1034 

Baltimore  Employees  Save 

^9,000    1034 

Maintenance  Methods  and 

Devices    1035 

Association  Activities   1038 

News  of  the  Industry 1044 


McGRAW-HILL    PUBLISHING    COMPANY,    INC.,  Tenth  Ave.  at  36th  St.,  New  York,  N.  Y. 


JAMES  H.  McGRAW.  President 
JAMES  H.  McGRAW,  Jr.,  V.-Pres.  and  Treas. 
MALCOLM  MUIR.  Vice-President 
KDWARD  J.  MEHREN.  Vice-President 
M.\SON  BRITTON.  Vice-President 
KDGAR  KOBAK.  Vice-President 
'     H.  THOMPSON.  Secretary 


XKW  YORK  District  Office.  285  Madieon  Ave. 
^\  \SHINGTON,  National  Pi-ess  Building 
<  iffCAGO,  7  South  Dearborn  St. 
I'HILADELPHIA.  1600  Arch  St. 
<I,HVELAND.  Guardian  Building 
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LONDON,  ()  Bouverie  Street.  London.  E.  C.  4. 


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(Pttblished    in    San   FrancUco) 

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(Published  in  London) 


Electric  Ra'lw.at  Jocbnal  is  official  correspondent  in  the 
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Copyright,    1928.   by  McGraw-Hill  Publishing   Company.   Inc. 
Published   weekly 
Entered    as    second-class    matter    June    2  ^ ,    1908.    at    the    Post 
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Advertising  Index— Alphabetical,  38;  Classified,  34,  36,  38;  Searchlight,  33 


ELECTRIC  RAILWAY  JOURNAL 


June  23,  1928 


What  portion  of 
the  riders  fare 
buys  comfort? 

How  much  comfort 
have  you  to  sell? 


Comfort  is  a  tangible  quantity  in  the 
competitive  market  for  passenger 
fares.  There  is  an  obvious  limit  to 
which  the  effort  to  provide  comfort 
may  be  carried.  There  is  also  a  limit 
to  the  extent  to  which  it  may  be  neg- 
lected. 

Few  will  be  hardy  enough  to  argue 
the  point.  May  we  present  the  stand- 
ard which  Cincinnati  BALANCED 
LIGHTWEIGHT  cars  are  maintain- 
ing on  many  successful  systems? 
Then  you  will  have  a  yard  stick  with 
which  to  measure  the  amount  of  com- 
fort you  have  to  meet  the  insistent 
public  demand. 


CINCINNATI  CAR  COMPANY 

CINCINNATI,  OHIO 


CINaNNATI  r>»  CARS 


The    Four    Features    of 

Balanced  Design  are  the 

Cardinal  Points  of 

today's  demand 


•v. 


y^ 


I 


June  23, 1928 


ELECTRIC  RAILWAY  JOURNAL 


^ 


It  is  the  many  possible  small 
saving,  easily  made,  that  help 
most  to  swell  the  "net".  Let 
0-B  Wheels  and  Harps  con- 
tribute their  share. 


The  O-B  Trolley  Wheel  and  Harp 
Make  a  Big  Cut  in  Maintenance 


A  BIG  portion  of  ordinary  trolley  wheel  expense  is 
maintenance — frequent  oiling  and   periodical 
placement  of  contact  washers  and  springs. 


re- 


Phantow  view  showing  fully 
automatic  graphite  lubricat- 
ing plugs  used  in  Improved 
O-B  TroUey  Wheel  and  Harp. 


Such  maintenance  is  all  eliminated  with  the  O-B  Trolley 
Wheel  and  Harp  (Feist  Patents).  There  is  no  oiling  to  pay 
for  during  the  life  of  the  wheel — for  the  permanent 
automatic  lubrication  of  the  graphite  plugs  makes  this 
unnecessary. 

Better  conductivity  is  provided  by  the  large,  rigid  axle, 
which,  with  its  closely  fitted  bearing,  minimizes  overhead 
wear  and  prevents  chattering. 

O-B  Wheels  and  Harps  actually  show  a  definite  saving  in 
purchases  for  replacement  of  $100  per  million  car  miles 
2Ln&  cut  maintenance  costs  ditXesiSt  36%.  They  will  gen- 
erally more  than  double  the  mileage  of  ordinary  wheels. 

A  trial  of  O-B  Wheels  &  Harps  on  your  lines  is  a  mighty 
good  "Dollars  and  Sense"  idea.  Furnished  in  5-in.  and 
6-in.  sizes  with  either  "U"  or  "V"  groove. 

Ohio  Brass  Company,  Mansfield,  Ohio 

Canadian  Ohio  Brass  Co..  Limited 
Niagara  Falls,  Canada 

B22C 


■\A 


russ  €o. 


NEW  YORK  CHICAGO 

PHILADELPHIA 


PITTSBURGH  ATLANTA 

ST.  LOUIS        SAN  FRANCISCO 


CLEVELAND 
UOS  ANGELES 


PORCELAIN 

INSULATORS 

UNE  MATERIALS 

RAIL  BONDS 

CAR  EQUIPMENT 

MINING 

MATERIALS 

VALVES 


-3' 


ELECTRIC  RAILWAY  JOURNAL 


Jinic  23,  1928 


Clasp  Brakes 
Speed  Subway  Operation 

In  no  other  service  does  railroad  traffic  density  approach  that  of  the  subways. 

Trains  accelerate  rapidly;  they  must  decelerate  the  same  way.  To  this  end  Clasp 
Brakes  are  a  necessity. 

With  two  brake  shoes  per  wheel  instead  of  one,  the  Clasp  Brake  produces  the  max- 
imum retarding  effect,  with  minimum  wear  and  tear  on  truck  and  journal  parts. 

The  Simplex  Multiple  Unit  Clasp  Brake  affords  smoother  braking  with  less  heating 
of  brake  shoes  and  reduces  the  number  of  "slid  flat"  wheels.  It  is  an  essential  part 
of  modem  electric  railway  equipment. 

American  Steel  Foundries 

NEW  YORK  CHICAGO  si'-LO^'s 

Simplex  Multiple  Unit  Clasp  Brake 
for  Motor  Trucks 


June  23, 1928 


ELECTRIC  RAILWAY  JOURNAL 


FIGURE  IT  THIS  WAY 


GANG  LABOR  COSTS  so 
much  per  man  per  day.  If 
John  or  Tony  hasn't  anything  to 
do  for  an  hour  or  so  he  sits  around 
and  consumes  Honest  Scrap,  and 
your  money. 

When  machines  are  used  they're 
only  drawing  pay  when  the  juice 
^,    ^  .  is  turned  on. 

The  Compression  Tamper 

A  compression  tamping  ma- 
chine and  a  D-S-R  track  layer,  combined,  take  the  place  of  about 
eight  men.  Figuring  an  average  labor  rate  of  50  cents  an  hour,  a  nine 
hour  day,  these  two  machines  take  the  place  of  $36.00  worth  of  labor 
every  day!  That's  just  the  start  of  the  savings  you  get.  Machines  do  the 
work  better  and  faster. 


If  you're  building  more  than 
100  yards  of  track — you  need 
modern  machinery.  If  you're 
building  fifty  feet,  five  thousand 
feet  or  more  of  track  you  need 
Steel  Twin  Ties. 

Steel  Twin  Ties,  modern  pro- 
duction machinery  and  Progress 
go  hand  in  hand. 


The  D-S-R  Track  Layer 


THE  INTERNATIONAL  STEEL  TIE  CO. 
CLEVELAND,  OHIO 


STEEL  TWIN  TIE  TRACK 

THE    BASE    OF     MODERNIZATION 


ELECTRIC  RAILWAY  JOURNAL 


June  23, 1928 


A  typical  installation  of  Westing- 
house  National  Compressors,  type 
2VC,  in  railway  repair  shop  service. 


9014 


WESTINGHOUSE  National 
Compressors  embody  the  same 
careful  design  and  precision  in  manu- 
facture that  has  typified  Westinghouse 
products  for  the  past  half  century. 
These  compressors  are  compact,  self- 
contained,  uniquely  durable,  abso- 
lutely reliable  in  action,  simple  in 
operation,  and,  due  to  their  positive 
control  feature,  assure  minimum 
power  consumption. 

Built  in  capacity  sizes,  ranging  from 
3  to  700  cu.ft.  displacement,  there  is  a 
Westinghouse  National  Compressor 
particularly  suited  to  every  pneumatic 
requirement,  in  the  railway  shop,! 
power  house,  and  maintenance  depart- 
ment. 

Westinghouse  Traction  Brake  Company 
General  Offices  and  Works:  Wilmerding,  Pa. 


WESTINGHOUSE-NATIONAL 

A/r  Compressors 


June  23,  1928 


ELECTRIC  RAILWAY  JOURNAL 


MANUFACTURER  OF  RAILWAY,  POWER 


/AND  INDUSTRIAL  ELECTRICAL  MATERIAL 


10  ELECTRIC  RAILWAY  JOURNAL  /j,,,^  23.  19281 


Literesting  ^ts  about 


Oft  April  30,  1928,  there  were  152 
fleets  of  5  or  more 

YELLOW  COACHES 
operating  in  this  country 

15 

These  152  companies  operate  4498 
YELLOW  COACHES 

124  of  these  152  companies  or  82 
per  cent,  placed  535  repeat  orders 

98  of  these  companies,  or  64*/^  per 
cent,  placed  repeat  orders  at  least 
twice 

GENERAL  MOTORS  TRUCK 


Jmie  23,  1928 


ELECTRIC  RAILWAY  JOURNAL 


11 


pTELLOWCQACH  operalois 

Public  Service  Corporation  of  New 
Jersey  uses 

849  YELLOW  COACHES 
and  has  reordered  11  times 

Philadelphia  Rural  Transit  Co* 
operates  573  YELLOW  COACHES 
and  has  reordered  6  times 

Illinois  Power  &  Light  properties 
operate  112  coaches,  in  eleven  cities, 
and  have  reordered  23  times 

Washington  R^'.  and  Electric  ♦  .  .  15  reorders 

Los  Angeles  Railway 12  reorders 

Milwaukee  Electric  R>'.  Co 13  reorders 

Connecticut  Company 11  reorders 

and  464-Teorders 
\fiom  117  other  companies 

COMPANY,  Pontiac,  Michigan 


L 


12 


ELECTRIC  RAILWAY  JOURNAL 


June  23, 1928 


The  Safety  Car  Control  Equipment 
brings  economic  advantagres  that 
warrant  additional  cars  .  .  .  . 
assures  the  quickest  possible  brake 
action  .      .     provides     maximum 

convenience    and    flexibility    in    con- 
trolling-   entrance    and    exit 
safeg-uai'dfl  operation  by  interlocking- 
I»ower.  brakes,  and  doors. 


cceleroled  Transporbljon 
must  be  made  SME 

For  the  sake  of  their  patrons  .  .  .  and  their  profits 
.  .  .  modern  railways  must  expedite  the  movement 
of  traffic. 

Today  there  is  a  growing  demand  for  more  frequent 
service  .  .  .  shorter,  quicker  stops  .  .  .  less  delay 
at  entrance  and  exit  ...  a  speedier  getaway. 

All  of  these  requirements  are  met  to  an  efficient 
degree  by  the  use  of  complete  protective  and  con- 
venience-promoting devices  .  .  .  the  Safety  Car 
Control  Equipment. 

Safety  Cars  assure  accelerated  transportation — 
properly  safeguarded. 

SafetyCar  Devices  Gbt 

OF  St.  Louis,  Mo. 
fPosfa/  and  ^le graphic  Address: 

WliMERDING,  Pa. 


CHICAGO     SAN  FRANCISCO    NEWYDRK    WASHINGTON    PITTSBURGH 


'We  make  The  Safety  Car  Control  Equipment 
.    .    .    which  makes  the  Safety  Car" 


'I 


June  23, 1928 


ELECTRIC  RAILWAY  JOURNAL 


13 


There  is  no  need  for  ele- 
vator operators  when 
people  are  glad  to  oper- 
ate the  elevators  theni- 
selves. 


SELF  SERVICE  CARS 

Just  as  people  become  quickly  accustomed 
to  operating  automatic  elevators,  so  have 
they  adapted  themselves  to  the  use  of 
treadles  for  opening  doors  in  street  cars. 
The  treadle  is  not  only  a  factor  in  mod- 
ernization but  also  in  public  relations. 


NATIONAL  PNEUMATIC  COMPANY 


Executive  Office:  Graybar  Building,  New  York 
General  Works,  Rahway,  New  Jersey 


CHICAGO 
518    McCormiek    Building 


MANDPACTURED    IN    TORONTO.    CANADA.    BY 
Railway   &   Power   Engineering   Corp.,  Ltd. 


PHILADELPHIA 
1010    Colonial    Trust    Building 


14 


ELECTRIC  RAILWAY  JOURNAL 


June  23, 1928 


When  the  political  conventions  gather 


In  Kansas  City 

Republican  delegates  who  have  pat- 
tronized  the  trolley  cars  in  this  Mid- 
western Metropolis  have  been  riding 
over  track  welded  with  Thermit. 


In  Houston,  Tex. 

Democrats  gathering  in  the  Southwest 
to  select  their  candidate,  will  be  in  an- 
other city  where  Thermit  Welding  is 
standard. 


And  in  practically  every 

other  City  in  the  Union  where 

modern  transportation 

methods  prevail 

In  fact  these  two  major  political  parties  could 
scarcely  have  chosen  an  American  city,  large  or 
small,  where  Thermit  is  not  now  used. 

Thermit  welding  to  eliminate  rail  joints  has  been 
accepted  by  engineers  and  managements  almost 
everywhere,  as  the  one  permanent  solution  of  a 
heretofore  troublesome  and  costly  problem. 
Since  1912  the  use  of  the  Thermit  rail  weld  has 
been  steadily  increasing,  until  today  over  60% 
of  all  the  track  being  laid  in  paved  streets  is 
Thermit-welded. 


p-^ 


METAL   ^THERMIT  CORPORATION^ 

39J0     Br^ADWAY  ,  NEW  YORK  .    N.Y. 


PITTSBUaCH 


BOSTON 


SOUTH   SAN    FRANCISCO 


June  23, 1928 


ELECTRIC  RAILWAY  JOURNAL 


3 


15 


Called  on  him  for  \j  years 
Then,  a  $  <ooo  order  by  'T'elephone 


O  An  Advertisement  for  Bell  Long  Distance  Telephone  Service 

The  sales  manager  of  a  West  Virginia  tool  com-  A  Cedar  Rapids  insurance  man  had  learned 

pany  made  personal  calls  upon  a  Cincinnati  to  use  Long  Distance  while  in  the  coal  business, 
jobber  for  three  years — without  making  a  sale.  Each  week  from  his  desk  he  calls  an  average  of 
Then  one  day  he  learned  that  a  large  job  of  2.0  of  his  salesmen.  "It  enables  me  to  talk  to 
work  was  to  be  started.  He  instantly  called  them  just  as  well  as  if  I  visited  them  in  person." 
the  jobber  by  Long  Distance.    Sold  him  a  car-      In  five  years,  his  annual  business  has  increased 

from  one  million  to  five  and  a  half  million 
dollars. 

What  long  distance  calls  could  you  profitably 
make  now?  They  are  inexpensive.  New  station 
to  station  day  rates  are:    San  Francisco  to  New 
York,  $9.  Pittsburgh  to  Boston,  $i.io.  Chicago 
to  Detroit,  $1.35.     Newark  to  Philadel- 
phia, 60c Calling  by  number 

takes  less  time Number,  please? 


load  of  shovels.    Amount  of  the  order,  $5000 
Telephone  charge,  $1.30. 

In  the  packing  industry,  reams  of  correspon- 
dence are  often  exchanged  before  specifications 
can  be  agreed  upon.  In  a  lo-minute  telephone 
conversation,  an  Austin,  Minnesota,  firm  took 
a  5-carload  order  and  laid  the  groundwork 
for  future  shipments  of  500,000  pounds. 
The  new  customer  was  1500  miles  away. 


16 


ELECTRIC  RAILWAY  JOURNAL 


June  23, 1928 


you  don't  need  an 
operator  like  tftim 
for  crossing  gates. 
See  the  automatic 
installation  pictured 
below. 


li 


•ena 

AUTOMATIC 

crossing  protection 

^»*^  npHE   Standard   Auto- 

X  matic  Signal-gate  gives 
you  triple  protection — it 
carries  standard  crossing 
bell,  lights  and  barriers,  all 
these  controlled  by  the  track 


circuit. 

It  is  automatic.  The  watch- 
man is  not  needed.  It  gives 
you  twenty-four  hour  pro- 
tection. The  efficiency  and 
practicability  of  the  Stand- 
ard Automatic  Crossing 
Gate  are  being  demon- 
strated on  the  roads  now 
using  them — those  roads 
are  saving  money. 

Ask  for  our  illustrated 
folder  describing  the  opera- 
tion of  this  gate. 


Standard  f^s^.tir.'"  '^'^c:;!z 


EIU6-230ray 


Ju„c  23, 1928 


ELECTRIC  RAILWAY  JOURNAL 


17 


Looking  under  the  varnish 

Does  the  varnish  hide  a  cloth  mesh  clogged  with  starch  or  is  the 
cloth  thoroughly  soaked  with  varnish?  ^Only  in  the  latter  case 
will  the  insulation  afford  protection— permanently-  And  that's 
the  secret  of  G-E  varnish-treated  cloths  and  tapes— a  good 
cloth  saturated  with  a  good  varnish.  ^General  Electric 
first  made  insulating  materials  for  its  own  use— it 
had  to  be  sure.  When  renewing  motors,  it  like- 
wise pays  to  be  sure.  Before  the  next  motor 
is  overhauled,  look  into  your  varnish- 
treated  cloth.  You   are   taking  no 
chances    when    you    specify 
G-E    insulating    materials. 


PROMPT  SERVICE 

G-E  insulating  materials  are  sold  only  by  G-E  Merchandise  Distributors  located 
throughout  the  country  who  are  equipped  to  give  you  prompt  service.  Get  in  touch 
with  the  G-E  Merchandise  Distributor  near  you  or  write  to  the  Merchandise 
Department,  General  Electric  Company,  Bridgeport,  Connecticut, 

This  catalog  contains  a  complete  listing  of  the  following  G-E  insulating  materials: 


Insulating  and  finishing 

varnishes 
Insulating  oils 
Stickers 

Shellacs  and  paints 
Filling  and  sealing  compounds 
Vamish-treated  cloths  and  cloth 

tapes 


Flexible  varnished  tubing 

Insulating  fibers  and  papers 

Motor  tubing 

Asbestos  and  cotton  tapes 

Friction  and  rubber  tapes 

Prepared  paper  tapes 

Cords 

Twines 


Send   for  your   copy  to    the    Merchandise  Department,    General  Electric 
Company,  Bridgeport,  Connecticut, 


:"  f 


KOO-ZOl 

GENERAL  ELECTRIC 

MERCHANDISE    DEPARTMENT,     BRIDGEPORT.    CONNECTICUT 


18 


ELECTRIC  RAILWAY  JOURNAL 


Jnvc  23, 1928 


nmlly  automatic- 

J  the  G-E  mercury-arc  rectifier 


Many  G-E  mercury-arc  rectifiers  now  in 
service  are  fully  automatic,  and  require 
only  the  supervision  and  inspection  periods 
customary  with  the  usual  substation 
equipment. 

Automatic  switching  is  easily  adapted  to 
the  control  of  mercury-arc  rectifiers.  Suit- 
able devices  have  been  developed  for  oper- 
ating and  protecting  the  rectifier  so  that  it 
functions  upon  load  demand  with  a  relia- 
bility equal  in  every  way  to  that  of  synchro- 
nous converters  or  motor-generator  sets. 

1000- kilowatt.  600-volt  automatic  mer- 
cury-arc rectifier  at  the  L,awndale  sub- 
station of  the  Philadelphia  Rapid  Transit 
Company 


130-5 


GENERAL  ELECTRIC 

PEN  ERAL     ELECTRIC     COMPA  NY,     SCHENECTADY,     N.     Y.,     SALES     OFFICESIN     PRINCIPAL     CITIES 


Electric  Railway  Journal 

Consolidation  of  Street  Railway  Journal  and  Electric  Railway  Review 


McGraw-Hill  Publishing  Co.,  Inc. 
James  H.  McGraw,  President 


Volume  71 


New  York,  Saturday, 


An  Indicator  of  Progress 

JUST  as  straws  show  which  way  the  wind 
blows,  so  the  trend  of  thought  at  electric 
railway  association  meetings  reflects  conditions 
in  the  industry.  In  the  past  there  have  been  periods  of 
despair,  of  doubt,  of  hopelessness.  These  have  followed 
each  other  during  the  past  ten  years,  and  have  shown  un- 
failingly the  attitude  of  the  leaders.  It  has  been  inter- 
esting to  note  the  progressive  change  for  the  better  as 
developed  in  this  manner  from  meeting  to  meeting. 

This  spring  there  has  been  a  series  of  association  meet- 
ings at  which  there  has  been  a  new  note.  There  has 
been  a  distinct  atmosphere  of  cheerfulness  and  an  ex- 
change of  ideas  that  show  that  managers  and  other 
executives  have  been  thinking  in  terms  of  success.  The 
tone  of  the  papers  presented  has  been  of  a  different 
order  from  that  of  others  in  recent  years.  They  have 
told  of  improvements  in  methods,  improvements  in  phys- 
ical property,  improvements  in  human  relations.  Their 
dominant  theme  has  been  accomplishment.  It  has  not 
been  enough  to  say,  for  example,  that  street  traffic  ought 
to  be  regulated  or  that  it  must  be  regulated.  Speakers 
have  told  how  it  can  be  regulated  and  how  it  has  been 
regulated.  So  it  has  been  with  other  phases  of  electric 
railway  operation. 

Discussions,  too,  have  been  unusually  valuable.  When 
a  man  has  done  something  different  from  that  mentioned 
by  the  principal  speaker  and  has  reached  the  same  or  a 
diflFerent  conclusion,  he  has  not  been  hesitant  to  give  his 
opinion.  Such  discussions  can  come  only  from  men  who 
actually  have  been  devoting  their  time  to  intensive  study 
and  who  have  been  trying  out  in  practice  the  theories 
they  have  developed. 

Signs  such  as  these  are  among  the  most  definite  in- 
dications seen  in  many  months  that  the  industry  has 
taken  hold  of  itself,  and  has  thrown  off  the  defeatist 
attitude  that  held  it  back  for  so  long.  May  the  for- 
ward movement  continue — and  with  ever-increasing 
momentum. 


Louis  F.  Stoll,  General  Manager 
Charles  Gordon,  Editor 


June  23,  1928 


Number  25 


The  Code  That  Conquers 

•*"PLAY  the  Game  Square,"  the  vigorous  title  which 
r  J.  N.  Shannahan  chose  for  his  Mid-West  paper, 
expresses  a  code  that  has  paid  in  practice.  He  said 
in  explanation  that  except  in  certain  outstanding  instances 
it  seems  to  him  "we.  ourselves  have  not  met  fast- 
changing  situations  with  as  much  courage  as  we  should 
and  certainly  not  with  the  far-sighted  vision  needed  to 
grasp  in  full  the  opportunities  which  changing  conditions 
bring  along  with  difficulties." 

In  expressing  his  views,  Mr.  Shannahan  recognized 
that  the  cynic  is  always  just  around  the  corner.  For 
when  he  said  "we  must  put  the  cards  on  the  table  face 


up,"  he  was  quick  to  add  that  he  knew  this 
would  sound  trite.  Here,  however,  he  prob- 
ably had  in  mind  the  strong  temptation  which 
, always  exists  to  keep  an  ace  up  one's  sleeve. 
This  point  may  well  be  pondered  in  the  light  of 
what  has  happened  in  the  past.  True,  there  have  been 
grave  ills  due  to  the  play  of  economic  forces  over  which 
the  individual  at  best  has  only  slight  control.  But  that 
does  not  explain  the  spirit  of  distrust  on  many  properties 
at  a  time  when  they  sorely  needed  intelligent  public 
understanding. 

It  is  as  true  of  a  company  and  even  of  an  industry  as 
it  is  of  an  individual,  that  "As  ye  sow,  so  shall  ye  reap." 
Of  course,  there  are  those  in  public  councils  that  are 
unfriendly  to  the  industry.  But  it  is  likewise  true  that 
there  are  sometimes  divided  councils  within  the  industry. 
Many  instances  readily  come  to  mind  of  situations  which 
illustrate  the  inestimable  harm  which  has  been  done  not 
only  to  individual  properties  but  to  the  industry  gener- 
ally, by  action  which  smacks  of  sharp  practice. 

Bu't  it  was  not  to  find  fault  that  Mr.  Shannahan  said 
the  things  he  did.  Rather,  it  may  be  assumed,  his  object 
was  to  indicate  the  common  pitfalls  that  lie  in  the  path- 
way of  the  unwary  in  the  effort  to  improve  the  condition 
of  a  property.  Public  co-operation  may  be  expected  to 
grow  only  out  of  public  confidence.  When  a  record  of 
straightforward  dealing  has  been  established,  the  in- 
terests of  the  public  and  the  railways  are  identical.  But 
that  is  true  only  as  the  character  of  service  is  satisfac- 
tory, the  equipment  modern  and  the  management  dis- 
posed to  transportation  progress.  And  the  first  two  of 
these  almost  necessarily  embrace  the  last.  No  code  to 
which  the  electric  railways  might  subscribe  could  be 
better  conceived  than  that  reflected  in  the  remarks  made 
by  Mr.  Shannahan. 

This  Fine  and  Unselfish  Example 

THUS  O.  H.  Caldwell,  federal  radio  commissioner, 
characterizes  the  action  of  the  Third  Avenue  Railway 
in  voluntarily  relinquishing  its  radio  broadcasting  license 
for  station  WEBJ,  New  York  City.  Since  1924,  when 
radio  broadcasting  was  expanding  rapidly,  this  station 
has  been  operating.  It  has  spread  the  gospel  of  safety, 
the  proper  relations  between  the  public  and  a  transpor- 
tation company,  and  the  mutuality  of  interests  existing 
between  employee  and  employer.  It  has  always  main- 
tained a  high  degree  of  mechanical  and  electrical  effi- 
ciency. Moreover,  those  in  charge  of  the  railway's 
broadcasting  have  taken  an  active  part  in  the  scientific 
development  of  radio. 

Except  for  the  unselfish  and  public  spirited  desire  of  its 
owners  to  assist  the  larger  aims  of  radio  there  is  no 
reason  for  its  discontinuance.  This  is  conclusively  proved 
by  the  fact  that  it  was  not  on  the  commission's  blacklist 


1018 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.25 


of  162  stations  throughout  the  country,  25  of  which  were 
operating  in  the  metropolitan  area. 

In  making  the  offer  to  suspend  operations,  President 
S.  W.  Huff  subordinated  private  interest  to  the  public 
weal.  He  wrote  the  commission  that  his  company  realized 
"the  purpose  for  which  your  commission  was  created  and 
the  difficulty  of  your  work."  In  word  and  deed  here  is 
an  "unselfish  example"  of  citizenship;  something  more 
than, a  gesture  on  the  part  of  a  transportation  company. 
This  kind  of  executive  thinking  must  ultimately  win  real 
dividends  in  public  friendship  and  good  will. 


Another  New  Car  Makes  Its  Bow 

ANOTHER  new  car  is  presented  for  the  industry's 
L  consideration  in  an  article  printed  elsewhere  in  this 
issue.  In  this  fact  alone  there  is  nothing  to  elicit  par- 
ticular comment.  New  designs  of  rolling  stock  are  now 
beginning  to  appear  in  steady  procession,  with  increa.sing 
frequency,  as  the  present  industry-wide  movement  to 
develop  equipment  better  suited  to  meet  present-day 
transportation  requirements  gets  into  full  swing.  Nor 
do  the  technical  features  of  the  car  itself  or  of  its  equip- 
ment represent  such  wide  departures  from  conventional 
practice  as  to  warrant  particular  attention.  True,  in  the 
elimination  of  the  customary  foundation  brake  rigging 
and  the  use  of  automotive  type  brake  diaphragms  at  each 
wheel  with  an  otherwise  conventional  type  of  truck,  an- 
other novel  design  idea  is  being  tried.  But  beyond  this 
and  the  use  of  double  reduction  gearing  with  high-speed 
motors,  the  construction  of  this  latest  sample  car  is  quite 
conventional. 

But  there  are.  nevertheless,  other  factors  connected 
with  the  building  of  this  car  that  are  of  outstanding  in- 
terest to  the  entire  industry  as  indicators  of  trends  that 
may  have  far-reaching  effects.  First  of  all  it  is  worth 
noting  that  this  sample  car  is  entirely  the  enterjirise  of  a 
car  builder — not  an  operating  company.  It  is  a  complete 
piece  of  equipment  built  to  be  sold  and  including  the 
manufacturer's  o.vii  ideas  of  design  and  construction; 
not  a  contract  job  built  to  a  customer's  specifications. 

In  .Xmerican  industry  generally,  this  is  the  accepted 
practice.  But  a  complete  street  car.  built  according  to 
the  manufacturer's  own  ideas  and  with  the  manufac- 
turer's money,  is  a  novelty.  Two  years  ago  at  Cleve- 
land there  was  shown  for  the  first  time  a  sample  light- 
weight, high-speed  interurban  car  which  was  entirely  the 
design  of  a  car  builder.  Last  year  at  Cleveland  there 
were  two  additional  cars  shown  which  could  be  put  in 
this  classification ;  one  of  them  built  by  a  bus  manufac- 
turer. Now  comes  another,  and  this  year's  convention 
will  undoubtedly  bring  forth  others.  In  this  trend  there 
is  promise  of  increased  initiative  by  the  builders  which 
should  result  in  more  consistent  development  than  in  the 
past  and  it  is  therefore  worthy  of  the  fullest  co-ojjeration 
and  encouragement  from  oi)crating  executives. 

Another  feature  of  this  latest  .sample  car  is  the  atten- 
tion given  to  the  matter  of  ])roportions  and  appearance. 
The  merchandising  a])])eal  of  sleek,  graceful  lines  in  a 
transportation  vehicle  is  l>eing  recognized  today  as  never 
before.  Car  designers  are  indeed  beginning  to  take  a 
leaf  from  the  automotive  industry's  notetiook.  They  are 
recognizing  that  ruggedness,  economy,  and  efficiency, 
although  of  vital  im])ortance,  are  no  longer  the  sole  re- 
quirements for  a  .satisfactory  vehicle  design.  A  car 
which  attracts  no  pas.sengers  is  unsuccessful,  regardless 
of  how  efficient  it  may  he.     Just  as  the  average  auto- 


mobile buyer  knows  little  about  what  is  under  the  hood, 
so  also  does  the  average  car  rider  know  little  and  care 
less  about  the  structure  and  equipment  of  the  street  car 
upon  which  he  rides.  But  the  passenger  and  prospective 
passenger  are  quick  to  sense  new  features  of  architecture 
or  comfort. 

Even  in  appearance  and  lines,  however,  there  is  little 
that  is  particularly  novel  in  this  sample  car.  The  sloping 
front  window  which  gives  a  semi-automotive  appearance, 
is  used,  but  this  arrangement  has  already  been  adopted  on 
so  many  cars  that  it  can  no  longer  be  considered  an  in- 
novation. It  is  to  the  general  proportions  and  to  the 
details  of  construction  that  one  must  look  for  the  fea- 
tures of  greatest  interest.  The  bottom  line  of  the  step 
is  csxried  completely  around  the  vestibule  to  give  balance 
to  the  two  sides  of  the  car  and  to  give  the  end  a  finished 
appearance.  The  doors  are  flush  with  the  sides  of  the 
body  when  they  are  closed  and  the  customary  awkward 
offsets  at  the  vestibule  are  eliminated.  The  relation  be- 
tween the  height  of  the  side  sheets,  windows,  letterboard 
and  roof  was  carefully  considered  from  the  standpoint 
of  proportions.  Although  a  side  skirt  was  first  tried,  it 
was  finally  eliminated  for  this  particular  car. 

It  is  probable  that  the  builder  would  by  no  means  con- 
sider this  a  final  product.  One  hears  of  other  plans  on 
every  side.  Further  radical  changes  from  conventional 
practice  are  promised  in  projects  that  are  even  now  under 
way.  Faint  rumors  of  the  entrance  of  bus  manufac- 
turers into  the  field  of  car  construction  are  persistent  and 
are  getting  louder.  From  this  growing  activity,  whetted 
by  the  stimulus  of  healthy  competition,  there  may  be 
expected  rapid  progress  in  meeting  the  demand  for  elec- 
tric railway  cars  tbat  will  attract  riders  back  to  the  use 
of  public  instead  of  private  transportation. 


A  Mere  Matter  of  $136,000,000 

PHILADELPHIA  lawyers  are  now  engaged  in  the 
pleasant  pastime  of  trying  to  unscramble  the  Phila- 
<Ieli)hia  Ra|)id  Transit  Company's  underliers.  It  is  a 
friendly  ])roceeding  worthy  of  the  sujiematural  powers 
that  legend  lends  to  the  Philadelphia  practitioners.  If 
they  achieve  their  object  this  time,  it  will  be  for  the  best, 
but  they  failed  before  in  a  similar  task  because  of  inani- 
tion or  exhaustion.  It  all  came  about  this  way.  A  year 
ago  Judge  C.  C.  McChord,  special  investigator  for  the 
Pennsylvania  Public  Service  Commission,  suggested  that 
the  financial  eggs  be  made  into  a  real  omelet.  Some  of 
the  eggs  never  have  had  their  .shells  completely  broken 
and  others  were  slightly  addled  when  they  went  in.  But 
the  omelet,  such  as  it  is.  ap])arently  awaits  only  the 
wielding  of  the  financial  wizardry  of  $136,000,000  of 
the  city's   funds. 

If  money  talks,  that  sum  ought  to  make  a  loud  noise, 
but  the  holders  of  the  .securities  of  the  underlying  com- 
l)anies  of  the  P.R.T.  appear  to  be  particularly  hard  of 
hearing.  For  good  reasons  they  are  enamored  of  their 
]H)ssessions.  Others  see  the  underliers  only  as  the  Old 
Man  of  the  Sea  riding  on  the  P.R.T.'s  back.  It  is  a 
situation  not  peculiar  to  Philadelj)hia,  and  one  that  the 
committee  on  finance  of  the  American  Electric  Railway 
Association  has  suggested  be  corrected  wherever  possible. 

.Apparently  nobody  except  their  owners  loves  the  com- 
panies underlying  P.R.T.  In  one  way  or  another  they 
extract  from  the  property  nearly  $9,000,000  a  year. 
Their  number  seems  almost  legion.  Certainly  their 
family  tree  is  intricate.     If  his  suggestion  be  correctly 


June  23. 1928 


ELECTRIC  RAILWAY  JOURNAL 


1019 


understood  Judge  McChord  proposes  that  the  city  pur- 
chase the  underhers,  lock,  stock  and  barrel,  for  about 
$102,000,000  plus  the  face  value  of  $33,500,000  of 
bonds,  a  total,  in  round  figures,  of  $136,000,000.  This 
estimate  of  the  value  of  the  underlying  stocks  is  figured 
in  two  ways :  by  capitalization  of  their  returns  at  7  per 
cent,  and  by  an  average  of  their  market  prices  over  a 
period  of  eight  years.  The  result  is  approximately  the 
same,  whichever  method  is  followed. 

It  has  been  explained  that  on  this  $136,000,000  of 
landlord  value,  the  P.R.T.  as  tenant  pays  each  year  be- 
sides $9,000,000  of  rent  $1,432,403  of  taxes  which  it  is 
said  could  be  eliminated.  The  idea  is  that  as  the  city 
could  become  the  landlord  by  borrowing  the  $136,OOO.OO0 
at  4^  per  cent  for  the  purchase  of  the  underliers,  there 
would  be  a  saving  for  somebody  of  the  diflference  be- 
tween $10,303,138  of  P.R.T.  fixed  charges  and  $5,- 
780.000  of  interest  on  the  city's  borrowed  funds,  or 
$4,523,138  a  year  in  round  figures. 

Thus,  as  the  Philadelphia  Record  put  it  some  time 
ago,  Mr.  McChord  has  passed  the  magic  wand  over  the 
silk  hat  into  which  have  been  scrambled  the  addled  eggs 
of  the  underliers.  and.  rolling  up  his  sleeve,  has  extracted 
therefrom  the  live  rabbit.  The  secret,  of  course,  seems 
to  be  the  substitution  of  city  credit  for  private  credit. 
But  between  the  apparition  of  the  $4,523,138  a  year 
saved  and  the  actuality,  there  stand  the  protective  com- 
mittees of  the  underliers.  It  is  their  attitude  which  is 
being  sought  at  the  present  hearing  before  the  Public 
Service  Commission,  a  proceeding  probably  without  prec- 
edent. To  that  proceeding  the  P.R.T.  is  not  a  party. 
Succinctly  stated  the  sole  duty  of  the  commission  under 
the  legislative  act  of  1927  is  to  determine  the  compensa- 
tion or  damages  to  be  paid  by  the  city  as  a  partner  of  the 
P.R.T.  to  the  owners  of  the  property  to  be  condemned 
by  it.  The  end  sought  is  desirable  from  the  standpoint 
of  economy  and  simplification  of  the  financial  structure 
of  the  P.R.T.,  but  certainly  if  the  plan  is  put  through 
on  the  terms  suggested.  Judge  McChord  will  have  done 
more  than  propound  a  .solution.  He  will  have  opened 
the  wav  to  a  miracle. 


claims  constitute  a  very  appreciable  proportion  of  the 
gross  revenue  of  a  street  railway.  There  is  much  evi- 
dence to  show  that  the  companies  whose  accident  preven- 
tion campaigns  have  been  most  successful  are  those  whose 
policy  has  been  to  share  generously  the  benefits  of  acci- 
dent reduction   with  their  men. 


Tangible  Rewards  to  Careful  Trainmen 
in  Gary 

VACATION  time  among  trainmen  of  the  Gary  Rail- 
ways is  imminent.  When  the  no-accident  vacation 
report  was  compiled  recently  it  became  known  that  96 
trainmen  out  of  145  were  entitled  to  five-day  vacations 
with  pay  because  they  had  gone  through  the  year  without 
having  had  a  single  accident  charged  to  them.  This  num- 
ber of  no-accident  vacations — just  over  66  per  cent — is 
the  highest  in  the  history  of  the  company.  Of  equal 
significance,  27  of  the  96  men  have  served  four  years 
without  a  chargeable  accident,  while  one  man  who  has 
been  with  the  Gary  Railways  during  the  twenty  years  of 
its  existence  has  enjoyed  the  benefits  of  the  annual  vaca- 
tion a\vard  every  year  save  one. 

There  are  some  who  would  argue  that  no  particular 
consideration  or  reward  should  be  attached  to  what,  after 
all,  constitutes  simply  a  record  of  careful  performance  of 
duties.  But  if  we  are  to  believe  modern  safety  doctrines, 
few  accidents  happen  which  could  not  have  been  pre- 
vented. Many  i)roperties  have  adopted  various  forms  of 
awards — some  use  cash  bonuses ;  others  have  safety  din- 
ners or  outings.  The  vacation  idea  in  Gary  seems  to 
oflfer  a  happy  plan. 

Expenditures   in   the   settlement   of   accident   damage 


The  Added  Responsibility  of 
Their  Separation 

NO  OTHER  piece  of  recent  news  affecting  the  elec- 
tric railways  is  in  its  way  more  significant  than  the 
reported  sale  by  the  New  York  Central  Railroad  of  its 
holdings  in  the  electric  railway  properties  in  Rochester, 
Syracuse,  Utica  and  other  cities.  Pending  the  conclu- 
sion of  the  financial  details,  it  is  of  course  unlikely  that 
any  program  for  the  future  conduct  of  the  railways  will 
be  laid  down.  That  the  roads  will  be  operated  separately 
from  the  power  holdings,  if  the  new  owners  retain  them, 
does,  however,  appear  to  be  certain.  That  is  a  good 
thing. 

In  the  past  these  roads  along  with  other  properties  of 
their  kind  have  suffered  from  the  distracting  economic 
changes  in  the  field  of  transportation.  They  have  not. 
perhaps,  been  as  militantly  managed  as  might  have  been 
wished,  but  that  no  doubt  is  attributable  to  the  owners 
rather  than  those  charged  with  operation  of  the  prop- 
erties. It  is  easy  to  understand  this.  A  steam  railroad 
is  a  large  and  inflexible  organization  and  the  very  mag- 
nitude of  its  operations  tends  toward  the  subversion  of 
local  impulses  and  reactions.  Electric  railways,  on  the 
other  hand,  are  intimately  associated  with  the  affairs  of 
a  community,  and  mu.st  be  sensitive  to  local  conditions. 
It  was  not  until  the  Connecticut  Comi)any  had  been  sep- 
arated from  the  New  Haven  Railroad  that  Mr.  Storrs 
was  able  almost  entirely  to  reverse  the  situation  with 
respect  to  that  property,  and  it  was  undoubtedly  the 
example  which  he  set  that  later  caused  the  New  Haven 
to  confer  on  its  local  responsible  operating  officials 
in  Worcester  and  Si^ringfield  the  necessary  detached 
authority  which  has  enabled  them  to  carry  out  the  pro- 
gram which  now  promises  so  much  for  these  properties. 

All  this  is  cited  merely  as  pointing  to  the  new  owners 
the  possible  future  of  the  roads  in  central  New  York. 
That  future  is  theirs  to  make  or  mar.  There  is  more 
in  this  suggestion  than  just  a  nicely  turned  phrase.  The 
railways  are,  jjerhaps,  doing  as  well  as  could  be  expected. 
Managerial  talent  of  high  order  is  in  charge  of  the  roads. 
On  their  part  the  new  owners  are  in  a  position  to  make  an 
adequate  survey  of  the  situation  and  to  map  out  a  pro- 
gram for  the  future  that  will  permit  the  properties  to  be 
developed  in  the  militant  way  that  is  needed.  Already 
the  bus  and  the  trolley  bus  have  come  to  play  their  part  in 
these  systems,  but  whether  they  are  doing  it  to  the  extent 
that  is  possible  and  advisable  only  a  survey  of  the  kind 
suggested  would  show. 

The  Rochester  road  has  an  arrangement  with  the  city 
in  its  modified  service-at-cost  plan  that  promises  well  for 
the  future,  and  the  situation  in  Syracuse,  particularly  in 
the  matter  of  fares  and  public  relations,  appears  to  be . 
satisfactory.  With  the  inhibitions  inherent  in  the  former 
ownership  removed,  further  improvement  may  be 
expected  in  the  situation  in  upper  New  York.  This 
holds  true  whether  or  not  the  so-called  Phillips  interests 
retain  the  roads.  So  far  as  they  are  concerned,  their 
record  with  their  other  properties  indicates  they  are 
thoroughly  alive  to  the  fact  that  the  first  step  in  suc- 
cessful public  relations  is  performance. 


Osgood-Bradley  Develops 

New  Model  Sample  Car 

Car  builder  recognizes  modem  transportation 
requirements  in  sample  unit  intended  for  average 
size  city  conditions.  Detailed  attention  given  to 
improvements  of  appearance  and  performances 


Sample  car  designed  by  Osgood-Bradley  Car  Company  to  meet  1929   transportation   conditions.     No   attempt   was  made  to   achieve 
extreme  light  weight,  but  special  attention  was  given  to  the  proportions  and  appearance  of  the  body 


STUDY  of  recent  trends  in  car  design,  and  of  the 
demand  for  an  average-size  city  car  with  which  to 
meet  present-day  automobile  competition,  has  led 
the  Osgood-Bradley  Car  Company  to  build  a  sample  car 
representing  the  ideas  of  its  own  engineers.  The  objec- 
tive in  the  design  was  to  combine  the  pleasing  appearance 
of  balanced  proportions  and  smooth  body  lines,  with  quiet 
operation,  rugged  construction  and  low  maintenance  cost. 
It  is  the  intention  of  the  builder,  after  tests  of  this 
sample  car  are  completed,  to  adopt  this  model  as  a  manu- 
facturer's standard  for  average-size  cities,  and  gradually 
to  perfect  the  design  as  experience  and  customer  demand 
dictate.  The  ultimate  purpose  is  an  attempt  to  develop  a 
model  which  can  be  built  on  a  production  basis  and  which 
can  be  sold  at  an  attractive  price  in  small  or  large  lots. 

With  these  objectives  in  mind,  the  sample  car  is  built 
for  double-end  operation  and  is  of  the  straight  side  type 


with  rounded  ends,  sloping  end  windows  and  low  arch 
roof.  Careful  consideration  and  detailed  study  were 
given  to  the  several  factors  which  affect  the  appearance 
of  a  car.  The  sample  unit  was  first  built  with  a  skirt 
below  the  side  sills,  extending  entirely  around  the  bottom 
in  a  straight  horizontal  line.  Further  study  led  to  the 
conclusion  that  an  upward  sweep  of  the  lower  line  of  the 
body  between  the  corner  posts  gives  a  more  graceful 
appearance  than  does  a  straight  horizontal  line  around 
the  bottom.  Consequently,  the  idea  of  a  skirt  below  the 
body  was  abandoned. 

Accompanying  illustrations  show  the  appearance  of 
the  completed  sample  car.  Vestibule  doors  are  double, 
folding  inwardly  on  each  side.  Maximum  flexibility 
of  the  car  is  provided  by  arranging  the  controls  for 
either  one-man  or  two-man  operation.  These  doors  are 
set  flush  with  the  body  and  vestibule  corner  posts  and 


1020 


June  23, 1928 


ELECTRIC  RAILWAY  JOURNAL 


1021 


r         -^-J >k- -<f'-(j«    ->4<. Bl' truck  centers 

[^  " '30' ffver  body  corner  posts 

^2'-6'^ over  bumpers   -- 


H ^^    i      '• V+^ 

>^ 6'-3" >t 


General  dimensions  of  the  Osgood-Bradley  sample  car  are  designed  to  meet  average-size  city  conditions.     Seating  capacity  in  the  body 
is  44.     Folding  vestibule  seats  increase  this  to  51  or  54,  depending  on  the  plan  of  operation 


when  they  are  closed  present  a  smooth  exterior  without 
offsets.  Horizontal  lines  are  carried  out  unbroken 
around  the  body  and  vestibules.  This  is  particularly 
noticeable  around  the  bottom  of  the  letterboard,  at  the 
belt  rail  and  in  the  glass  lines  of  body,  doors  and  vesti- 
bules. Although  the  roof  is  comparatively  low,  there  is 
no  offset  in  the  letterboard  above  the  doors.  Adequate 
headroom  was  obtained  by  careful  attention  to  the  in- 
stallation of  door  engines  and  door  headers,  and  to  the 
arrangement  of  the  inside  step  at  the  front  and  rear  ends 
of  the  car. 


Although  no  skirt  is  used  below  the  sides  of  the  body, 
the  vestibule  dash  is  carried  down  to  the  bottom  line  of 
the  step,  so  that  an  unbroken  bottom  line  is  formed  en- 
tirely around  the  vestibule  and  under  the  doors.  This 
line  sweeps  up  to  meet  the  bottom  line  of  the  body  side 
sheet  at  both  ends  and  on  both  sides  of  the  body.  Thus 
the  appearance  is  symmetrical  on  the  operating  side  and 
on  the  blind  side  of  the  car  in  whichever  direction  it  is 
running. 

The  exterior  is  finished  in  attractive,  contrasting  colors 
of  Duco,  above  and  below  the  belt  rail,  and  a  wide  stripe 


^    *~'^ntrani:e  cfoor  encfina 

^ut-ouf  f, 

Pup/ex    air^cig^e 


0.D,  refers  to  oatsic/e  otiameter 
of  aluminum  tubingr 


i  eyhcrust 

§  sanding'  pipe 

{"emergency 

ji__main  reservoir - 

f  straigfbt  ari 

4.„eJfit  cfoor  opeiier " 
tl^^'^  c/oor opener' 
4 fp/tiggiedj exitdaarc/oser-^^  j  ] 
f  ,enf.otoor  c/oser  ■ 


Piieuphonic      Xy^^istle 
horn  '  vaive 


-Safety  control p/pe  -fO.D.tubing' 
^6o\'ernor  t^c/ pipe 
■Strcr/g'h  crirpipe  -  ^QD.  tubing 
'^/^ain  reservoirpipe  -  -^"pipe 
-Emergrencypipe  fOD.  tubing 
'Sandinci pipe  -§  O.D.  fubin^ 


J''^."t°,  '^.  Pneuphonic 
thistle  valve'        tjorn 


Complete  piping  diagram.     Compressed  air  is  conducted  directly  to  brake  chambers 
mounted  on  the  trucks.    The  usual  foundation  brake  rigging  is  eliminated 


1022 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.25 


Center  sash  sfafionary 
<*    .Sofefee'ff/ass: 

Detroit  rubber     .•'' 
pnx/uds  NaSSB-, 


■22  at  bottom ^ >-+«- 


.,31'..... 

Horizontal  section  through  hinged  side  sash  in  vestibule, 
showing  weatherstrip  arrangement 


is  carried  entirely  around  the  car  just  below  the  window 
line.  Narrower  stripes  on  the  letterboard  and  along  the 
bottom  of  the  body  help  to  accentuate  the  streamline 
effect.  Although  the  sloping  type  of  end  vestibule  win- 
dow, which  has  been  a  characteristic  of  several  recent  ex- 
perimental cars,  is  used,  the  vestibule  belt  rail  and  dash 
are  curved  instead  of  being  made  flat  on  the  end  as  in 
several  other  recent  cars. 

The  total  length  of  the  car  is  42  ft.  6  in.  over  the 
bumpers.  Extreme  width  over  the  eaves  is  8  ft.  5^  in., 
and  the  height  from  rail  over  trolley  boards  is  10  ft. 
3f  in.  On  22-in.  diameter  wheels,  the  floor  height  is 
31-^  in.  above  the  rail.  The  vestibule  door  openings  are 
3  ft.  9  in.  between  posts.  The  length  of  the  body  over 
corner  posts  is  30  ft.  There  are  seats  within  the  body 
proper  for  44  passengers.  When  the  car  is  run  as  a 
one-man  unit,  the  right-hand  front  doors  being  used  for 
entrance  and  the  rear  for  exit,  the  folding  platform  seats 
on  the  left  side  may  be  utilized  to  increase  the  seating 
capacity  to  51  passengers.  If  only  the  right-hand  front 
doors  are  used  for  both  entrance  and  exit,  the  seating 
capacity  is  increased  to  54  through  the  use  of  both  fold- 
ing seats  in  the  rear  vestibule. 

No  effort  was  made  to  achieve  ultra  light  weight. 
Standard  structural  shapes  have  been  used  in  framing, 
the  desire  lieing  to  produce  a  car  as  light  as  possible  con- 
sistent with  adequate  strength  and  ruggedness  to  with- 
stand the  stresses  of  regular  service,  with  a  liberal  mar- 
gin of  safety.  The  car  is  reported  to  weigh  approximately 
30,000  lb.  complete. 

The  platform  framing  is  unusual,  particularly  in  the 
design  of  attachments  to  the  body  end  sills  and  body  side 
sills.  There  are  two  platform  center  sills,  extending 
from  the  buffer  to  the  body  end  sills.  To  these  center 
sills  there  is  riveted  a  cover  plate  that  forms  a  horizontal 


girder  to  provide  lateral  stiffness.  At  the  bumper  and 
the  body  end  sill  there  are  anti-telescoping  plates  de- 
signed to  transmit  buffing  stresses  through  the  platform 
side  sills  directly  to  the  body  side  structure.  The  plat- 
forms are  carried  directly  from  the  body  side  girder 
through  the  end  sills  and  special  steel  corner  post  and 
gusset  construction.  The  side  sills  are  reinforced  from 
the  body  corner  posts  across  the  second  window  panel  at 
each  corner  of  the  car.  The  body  bolsters  are  of  an 
especially  shallow  built-up  box  girder  design,  and  are  of 
uniform  depth  throughout  their  length  to  keep  the  floor 
height  at  a  minimum. 

Rolled  tee  side  posts  and  carlines  of  the  body  framing 
are  not  continuous.  They  are  connected  by  double- 
riveted  gussets,  thus  permitting  the  sides  and  roof  to  be 
built  on  jigs.  This,  it  is  claimed  by  the  builder,  will  in- 
sure interchangeability  of  the  various  units  and  simplify 
repairs  when  the  car  has  been  damaged  in  an  accident. 
The  entire  vestibule  above  the  platform  framing  is  of 
wood,  the  platform  framing,  vestibule  end  framing  and 
hoods  also  being  arranged  for  jig  construction.  In  work- 
ing out  the  details  of  the  vestibule  design,  particular  at- 
tention was  given  to  ready  replacement  and  repair  in  the 
event  of  collision  damage. 

R'ooF  AND  Floor  Detail.s 

The  body  roof  is  built  of  tongued  and  grooved  poplar 
boards  laid  longitudinally  and  secured  to  the  wood  car- 
lines  and  steel  carline  furrings  with  cement-coated  nails. 
The  whole  roof  is  covered  with  a  single  piece  of  No.  8 
cotton  duck.     The  body  and  vestibule  floors  are  con-^J 
tinuous,  with  a  ramp  of  3  in.  to  reduce  the  step  heights,! 
In  the  car  body  the  floor  is  finished  with  Flexolith  com-  i 
position  laid  on  Chanarch  corrugated  steel.    The  floor  in 
che  vestibules  is  made  of  fir  covered  with  wide  maple 
slats  laid  transversely. 

Ceilings  in  the  body  and  vestibules  are  continuous, 
and  are  finished  with  Agasote  headlining.  Selected  ma- 
hogany, stained  walnut  color  and  finished  with  rubbed 
varnish,  is  used  for  all  interior  wood  trim  and  for  the 
vestibule  doors.  These  doors  on  each  side  of  each  vesti- 
bule are  operated  by  Consolidated  Car  Heating  Com- 
pany air  engine  equipment.  A  one-man  car  operator, 
through  use  of  the  Westinghouse  M-28  brake  valve  and 
selector  valve,  may  at  will  control  either  the  front  right- 
hand  doors  or  the  rear  right-hand  doors,  or  may  operate 
both  front  and  rear  right-hand  doors  simultaneously. 
Valves  are  also  installed  at  each  end  of  the  car  so  that 
for  two-man  operation  the  conductor  at  the  rear  of  the 


Structural  steel  shapes  are  used  to  build  up  a  rugged  underframe 


June  23, 1928 


ELECTRIC  RAILWAY  JOURNAL 


1023 


car  may  control  the  rear  right-hand  door.  This  arrange- 
ment makes  it  also  possible,  if  desired,  for  a  man  in  the 
front  vestibule  to  control  the  front  left-hand  doors  with 
the  conductor's  valve  at  that  end.  All  steps  are  of  the 
inside  stationary  type  covered  with  Kass  safety  treads. 
The  sample  car  is  not  equipped  with  treadle  mechanism 
control  for  the  rear  right-hand  doors,  but  arrangements 
are  such  that  this  device  can  be  installed  readily,  if 
desired. 

Signal  lamps  are  arranged  to  indicate  to  the  operator 


vided  with  Cinch  Manufacturing  Corporation  hand- 
operated  windshield  wipers.  A  sun  visor  is  also  installed 
above  the  center  window  on  the  outside.  An  arrange- 
ment similar  to  that  used  on  the  Pittsburgh  experimental 
cars  prevents  the  formation  of  sleet  on  these  center  ves- 
tibule windows.  This  consists  of  a  slot  or  duct  extend- 
ing through  the  top  of  the  equipment  cabinet  so  that  the 
hot  air  from  an  electric  heater  in  the  operator's  knee 
pocket,  conducted  upward  against  the  inwardly  sloping 
glass,  maintains  it  at  a  temperature  that  prevents  the 
formation  of  ice. 

The  vestibule  side  windows  are 
framed  in  Curtain  Supply  Company 
brass  sash,  hinged  at  the  vestibule  cor- 
ner posts  l)y  brass  piano  hinges,  ar- 
ranged to  swing  outwardly  for  venti- 
ation.  and  controlled  by  a  simple 
mechanism.  These  swing  sash  are  also 
jjrovided  with  weather-stripping  to 
])reclude  the  entrance  of  wind  or  water 
when  the  sash  are  closed.  The  body 
side  windows  are  protected  on  the  out- 
side with  window  guards  of  aluminum 
rods.  These  are  in  sections  which 
may  be  hinged  downward  to  facilitate 
cleaning  and  washing  windows.  There 
are  no  body  side  window  curtains. 

Sixteen  Heywood-Wakefield  re- 
versible cross  seats  are  located  eight  on 
each  side  of  a2l2-in.  aisle  in  the  body. 


All  control  apparatus  is  within  easy  reach  o( 
the  seated  operator  in  this  compactly 
arranged  vestibule 


whether  the  doors  are  open  or  shut, 
and  the  door  control  is  interlocked 
with  the  motor  control  so  that  the  car 
cannot  be  started  until  all  doors  are 
closed.  Attention  was  given  to  the 
design  of  the  doors  to  eliminate  the 
possibility  of  injury  to  passengers, 
not  only  from  becoming  caught  be- 
tween the  two  sections  which  meet  at 
the  center  of  the  opening,  but  also  to 
obviate  the  possibility  of  pinching  a 
passenger's  fingers  between  the  hinged 
sections.  This  protection  is  aflforded 
by  composition  rubber  strips  over  the 
joints,  similar  in  arrangement  to  the 
installation  on  the  two  experimental 
Pittsburgh  cars  which  were  described  in  the  June  2  issue 
of  this  paper. 

There  are  eight  windows  on  each  side  of  the  car  body, 
with  3  ft.  6  in.  center  to  center  window  post  spacing. 
The  sash  are  the  Curtain  Supply  Company  Rex  remov- 
able brass  type,  arranged  to  lift  16  in.  There  are  no 
tipper  sash.  The  vestibule  center  end  sash  are  stationary 
and  are  set  at  an  angle  to  prevent  the  reflection  of  light 
from  the  car  body  into  the  eyes  of  the  operator.  The 
conventional  curtain  back  of  the  operator  is  thus  elim- 
inated. These  center  vestibule  windows  are  glazed  with 
Safetee  Glass  Company  shatterproof  glass  and  are  pro- 


Leather-upholstered,  deep  spring-cushioned  seats  insure  passenger  comfort.  The  car  is 
arranged  for  double-end  operation.  Note  the  overhead  rail  handholds  in  the  corners 
of  the  body 


A  longitudinal  seat  for  three  passengers  is  built  into  each 
corner.  The  cross  seats  have  grab  handles  and  stationary 
foot  rests.  In  each  vestibule  is  an  upholstered  seat  for 
the  operator  which  is  adjustable  for  height.  It  may  be 
swung  through  180  deg.  to  serve  as  a  passenger's  seat 
when  at  the  rear  of  the  car. 

All  seats  are  of  the  full-upholstered  type  with  extra 
deep  spring  cushions  and  backs,  the  reversible  seats  hav- 
ing individual  form-fitting  backs.  They  are  covered  with 
Radel  Leather  Manufacturing  Company  chrome  retanned, 
monkey-grain  leather.  Folding  seats  for  three  pas- 
sengers each  are  provided  on  each  side  of  each  vestibule. 


1024 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  N 0.25 


When  in  use  these  seats  are  folded  down  across  the  door 
opening.  The  hinges  have  springs  so  that  when  not  in 
use  the  seats  swing  up  out  of  the  way  into  pocket 
spaces  at  the  bulkhead. 

At  each  corner  of  the  car  body  a  stanchion  is  installed. 
This  forms  a  support  for  a  stationary  overhead  railing 
handhold  over  each  longitudinal  seat  for  the  convenience 
of  standing  passengers.    Equipment  cabinets  and  switch 


'Platform  and  step  at 


:  ;  ^          I  j     I  ,--^    narrorm  anasrt 

;    g     tm'L.^ H.A'         tocfy corntr jmt 


Model 

Style 

Dimensioned  as  Below                    I 

A 

D   1  C 

D 

E 

r 

G 

H 

J 

K 

WB 

/ 

t-eil- 

3" 

/S" 
ll4f 

r 
^4' 

6'-6' 
¥-4j 

9W 

lO'S^- 

Ifftfl 

Z8-C 

// 

m- 

T  T  Y 


No  effort  was  made  to  achieve  extreme  lightness  in  the  design. 
This  cross-section  through  the  body  shows  the  principal  details 
of  construction 

lockers  are  built  into  the  vestibules  so  that  all  miscella- 
neous equipment,  switches,  etc.,  are  concealed,  although 
ready  access  to  them  is  provided  through  suitable  doors 
and  removable  panels.  The  covers  of  the  controllers  and 
switches  are  removed  and  the  inside  of  the  cabinets  is 
lined,  where  necessary,  with  heavy  asbestos.  The  only 
items  of  equipment  which  are  exposed  are  the  tops  of  the 
controllers  and   brake   va'ves,  and   the  handles  of  the 


Peacock  staffless  brakes  at  each  end  of  the  car.  All  oper- 
ating apparatus,  including  the  controller  handle,  brake 
valve  handle,  windshield  wiper,  sign  box  handle,  reset 
switch  handle  and  register  cord  are  within  easy  reach  of 
a  seated  operator.  An  Economy  energy-saving  meter  is 
mounted  inside  the  control  cabinet  near  the  entrance  door. 
The  dial  is  exposed  so  that  it  may  be  easily  read  either 
from  the  platform  or  through  the  door  from  the  outside. 

Ventilation  is  obtained  by  eight  Osgood-Bradley  stand- 
ard type  of  exhaust  roof  ventilators,  each  having  a  grille 
with  a  lever-operated  adjustable  shutter.  At  each  end 
of  the  car  is  an  Electric  Service  Supplies  Company  illum- 
inated destination  sign  with  llix46-in.  opening.  This 
sign  is  of  unusual  size  so  that  route  numbers  with  10-in. 
figures  may  be  used.  Each  end  of  the  car  is  also 
equipped  with  a  specially  designed  trip-gate  lifeguard, 
arranged  so  that  the  single  slat  gate  is  carried  out  under 
the  bumper  while  the  lifeguard  itself  is  well  back  under 
the  vestibule.  Heavy  C.-G.  Spring  &  Bumper  Company 
automobile-type  spring  bumpers,  similar  to  those  in- 
stalled on  the  Pittsburgh  experimental  cars,  are  mounte(i 
at  each  end  of  this  sample  car.  Under  each  vestibule 
there  is  an  Osgood-Bradley  standard  foot  gong  and  a 
Westinghouse  Air  Brake  Company  "Pneuphonic"  warn- 
ing horn.  The  car  is  equipped  with  the  Faraday  buzzer 
passenger  signal  system. 

Electric  heaters  are  Gold  inclosed  element  type,  with 
thermostat  control.  There  are  sixteen  heaters  in  the 
body  of  the  car;  twelve  under  the  cross  seats,  and  four 
panel  type  mounted  in  the  risers  of  the  longitudinal  seats. 
Each  vestibule  also  has  two  electric  heaters,  one  in  the 
face  of  the  equipment  cabinet  and  the  other  in  the  recess 
in  the  cabinet  for  the  operator's  knees.  These  vestibule 
heaters  are  not  controlled  by  the  thermostat  but  are  con- 
nected to  a  two-point  switch  so  that  one  or  both  may  be 
turned  on  or  off  as  desired. 

Lamps  in  the  car  body  are  arranged  in  two  rows  of 
Electric  Service  Supplies  Company  No.  1022  dome  fix- 
tures, eight  on  each  side.  Two  similar  fixtures,  one  over 
each  step,  are  located  in  each  vestibule.  These  lamp  fix- 
tures are  all  wired  in  series,  each  taking  one  30-volt, 
1-amp.,  A-19  bulb.  An  automatic  cut-out  device  is  part 
of  the  fixture  equipment  so  that  if  any  one  lamp  in  the 
circuit  burns  out  the  other  lamps  continue  to  burn  at  nor- 
mal voltage  and  the  defective  lamp  can  thus  be  identified 
readily  and  replaced.  Two  lamps  are  located  in  each 
destination  sign  box.  These  are  in  one  circuit  with  the 
headlights  and  there  is  a  three-way  switch  arranged  so 
that  the  headlight  at  either  end  of  the  car  may  be 
operated  as  desired.  The  headlights  are  of  a  special 
shallow  Crouse-Hinds  design  equipped  with  special  re- 
flectors and  automobile-tyi^e  lenses. 

At  each  end  of  the  car  a  stop  light  is  controlled  by  tne 
air  brakes  so  that  whenever  the  brakes  are  applied  the 
lights  at  both  ends  are  illuminated  to  notify  an  approach- 
ing vehicle  from  either  direction  that  the  car  is  either 
about  to  stop  or  has  already  stopped  and  may  discharge 
l)as,sengers.  Provision  is  made  for  any  type  of  fare  or 
transfer  register  equipment.  If  the  cord-operated  type 
is  used,  a  special  duct  is  built  into  the  body  so  that  the 
cord  is  not  visible  except  where  it  extends  through  the 
vestibule  finish.  On  the  sample  car,  this  cord  extends 
down  through  the  sign  box  where  it  is  within  convenient 
reach  of  the  .seated  operator.  Spring-mounted  trolley 
base  sui)ports  of  the  type  descrilied  in  the  article  on  the 
Pittsburgh  experimental  cars  in  the  June  2  issue  are  part 
of  the  equipment  of  this  car. 

Westinghouse    Electric    &    Manufacturing    Company 


June  23, 1928 


ELECTRIC  RAILWAY  JOURNAL 


102.S 


type  HL  electro-pneumatic,  unit-switch  control,  ■  with 
four  35-hp.,  300-volt,  light-weight,  high-speed  motors 
connected  in  series  in  groups  of  two  for  operation  on 
600  volts,  comprises  the  electrical  equipment.  The  elec- 
tro-pneumatic switch  units  are  mounted  underneath  the 
car  body.  Instead  of  the  customary  storage  battery  for 
operation  of  the  control  switches,  this  equipment  utilizes 
trolley  voltage  through  a  resistance  element.  Wherever 
possible  all  control  cables  are  carried  in  a  wiring  box 
inside  the  car  body,  and  all  wiring  throughout  the  car  has 
been  installed  to  meet  the  requirements  of  the  National 
Board  of  Fire  Underwriters.  The  car  carries  their  in- 
spection plate. 

Full  safety  car  air  brake  equipment,  with  a  Westing- 
house  variable  load  adjustment,  is  used.  The  usual 
foundation  brake  rigging  and  brake  cylinder  have,  how- 
ever, been  eliminated.  Air  pressure  is  carried  directly  to 
each  truck  wheel  through  eight  Westinghouse  automotive 
type  diaphragm  brake  chambers,  the  only  brake  connec- 
tion between  the  car  body  and  the  trucks  being  through 
a  flexible  hose  used  to  transmit  the  air  pressure  to  the 
brake  chambers.  Better 
e  q  u  a  1  i  z  a  tion,  simplified 
brake  rigging,  and  a  con- 
siderable reduction  in 
weight  and  maintenance 
are  expected  from  this  ar- 
rangement. The  general 
scheme  is  similar  to  that 
used  oh  one  of  the  Pitts- 
burgh experimental  cars 
and  described  in  detail  in 
the  June  2  issue  of  the 
Journal.  Air-brake  pipe, 
wherever  possible,  is  lo- 
cated inside  the  car  body 
and  consists  of  aluminum 
and  copper  tubing  except 

for  a  small  amount  of  standard  iron  pipe.  The  use  of  the 
tubing  not  only  reduces  weight  but  obviates  the  need  for 
elbows  and  other  pipe  fittings  and  eliminates  trouble  from 
rust  and  scale. 

Most  of  the  valves  and  control  devices  in  the  brake 
system  are  grouped  in  a  special  equipment  box  under  the 
car,  which  has  an  electric  heater  to  prevent  freezing. 
These  several  air  devices  are  mounted  on  a  removable 
tray  in  the  box,  helow  which  are  the  heating  units.  Special 
electrical  connectors  are  used  for  all  wiring  into  the  box. 


An  unusual  feature  of  this  special  Osgood-Bradley  truck  is  the 
use  of  automotive  brake  diaphragms  at  each  wheel.  High- 
speed Westinghouse  motors  are  coupled  with  W-N  drive  to  the 
22-in.  diameter  wheels 


and  air  lines  are  all  brought  into  unions  on  the  outside, 
where  they  are  within  convenient  reach.  By  disconnect- 
ing these  unions  and  electrical  connections,  the  entire 
valve  group  may  be  removed  from  the  box  for  inspec- 
tion, repair  or  cleaning. 


A  valuable  sequel  to  the  recent  Detroit  Survey 
and  the  Dayton  Survey  in  this  issue  will  be  the 
presentation  next  week  of  the 

Street  Traffic  Control  Problem 
OF  San  Francisco 

Every  phase  of  the  problem  was  covered 
under  the  directorship  of 

Dr.  Miller  McClintock 

Director  Albert  Ritssel  Ersltine  Bureau 
Harvard  University 


The  trucks  under  this  car 
are  similar  to  the  Osgood- 
Bradley  45-66-KDA-50 
trucks  with  Westinghouse- 
Nuttall  double  -  reduction 
drive,  used  under  one  of 
the  Pittsburgh  experimen- 
tal cars,  except  that  these 
have  Westinghouse  35-hp. 
high-speed  motors  and 
22-in.  diameter  wheels  in- 
stead of  the  50-hp.  motors 
and  24-in.  wheels  used  un- 
der the  Pittsburgh  car.  The 
trucks  are  of  the  truss 
frame,  spring  pedestal 
type,  with  coiled  springs 
over  the  Hyatt  roller  bearing  journal  boxes,  and  with 
conventional,  double-elliptic,  spring-supported,  swing 
type  bolsters  with  damper  attachment.  The  brake  ar- 
rangement, as  previously  mentioned,  is  similar  to  that 
on  the  Pittsburgh  car,  in  which  the  diaphragm  type  brake 
chambers  at  each  wheel  actuate  the  individual  truck 
levers.  In  this  way  all  truck  levers  are  live  levers,  the 
connection  between  each  pair  on  each  side  of  the  truck 
consisting  of  a  specially  designed  Anderson  slack 
adjuster. 


Safe/y 
conjrvl 


Safefy 
confrof 


Main  reservoir 
cuf-oa^  var/ve 


S^ra/ah/  air  ^ .  ■ 


So^C^f^ 


Brake  in^r/ock}/     '-Vatriab/e  loaa/ 

'^To  V.L.    ^^"^^ 
valve 


Top  she/ f  : 
1^'  rvmovab/e  \ 
.■Mouni-e<Jon\ 
'  block  (Wpoe^\ 
Si'x?:i}hick) 


^5'1 6  governor  ^ 
adjush'n^  ^^s 
■scre^j  oufsic/e 


=^ 


;  Variable  Ioad\  || 


\  ' Brake  m/er/ock\ 
'•■  resisfance 


^^■4.  '  resistance  \  \\ 


■BoHom 


?'~6"box— A 


Air  valves  and  other  apparatus  are  mounted  in  a  special  equipment  box  under  the  car,  on  a  tray  which 
can  be  easily  removed  for  inspection  of  the  entire  group 


Dayton  Should  Pay  Higher  Fares 

This  conclusion  was  reached  by  Ross  W.  Harris  after  an  extended 

survey.  His  report  discusses  means  for  relieving  traffic 

congestion  and  for  measuring  street  railway 

track  capacity  and  service 


DAYTON  has  grown  from  a  population  of  61.220 
people  in  1890  to  184,406  in  1927.  With  adjacent 
suburbs  its  population  in  1927  was  194,161.  It  is 
located  in  the  midst  of  a  rich  agricultural  district  and 
industrially  is  highly  developed.  The  downtown  district 
has  spacious  streets  and  is  level.  The  city  is  an  important 
railroad  center  and  is  intersected  by  the  Great  Miami 
River.  The  industries  are  not  confined  to  certain  dis- 
tricts as  in  most  other  industrial  centers.  They  are 
scattered  throughout  the  city. 

At  the  request  of  the  city  manager  of  Dayton,  the  four 
street  railway  companies  providing  urban  service  in  the 
city  and  the  five  interurban  electric  railways  connecting  it 


with  other  cities.  Ross  W.  Harris  of  Madison,  Wis.,  has 
been  engaged  in  making  an  extended  survey  of  the  ve- 
hicular and  street  railway  traffic  situation  in  Dayton.  It 
has  recently  been  completed  after  nine  months'  work,  and 
a  report  was  filed  with  the  City  Commission  May  1. 
Briefly,  Mr.  Harris'  recommendations  follow : 

For  general  traffic,  he  recommends  restricted  parking 
on  many  streets,  shortening  of  the  traffic  signal  cycle, 
and  encouragement  of  the  construction  of  private  parking 
garages  immediately  outside  the  main  business  section. 

For  the  street  railways,  he  recommends  increased  size 
of  safety  zones  for  boarding  and  leaving  passengers,  an 
increased  fare  to  place  the  companies  on  a  sound  financial 


Map  showing  Dayton's  electric  railways.     Four  city  railways  and  five  interurbans  serve  the  territory 

1026 


June  23.  1928 


ELECTRIC  RAILWAY  JOURNAL 


1027 


basis  and  permit  improved  service,  a  revision  of  the  re- 
quirements upon  the  companies  for  paving,  a  reduction 
in  the  number  of  service  stops,  an  increase  in  the  number 
of  turnbacks,  installation  of  more  electric  track  switches, 
and  if  possible,  some  corporate  arrangement  between  the 
several  companies  supplying  the  city  service  by  which 
there  should  be  unified  co-operative  service  through  an 
operating  clearing  house.  Earnings  would  then  be  dis- 
tributed according  to  some  equitable  plan.  Mr.  Harris 
points  out  that  such  an  arrangement  might  develop  later 
into  a  service-at-cost  agreement  between  these  electric 
railways  and  the  city. 

Eliminating  Grade  Crossings 

Progress  is  lieing  made  in  the  matter  of  grade  sepa- 
ration in  Dayton,  and  Mr.  Harris  says  that  the  question 
will  soon  have  to  be  settled  as  to  the  extent  to  which  the 
electric  railways  should  contribute  to  the  city's  portion 
of  this  expense,  namely,  35  per  cent  of  the  cost.  While 
he  admits  that  the  electric  railways,  like  all  other  interests, 
will  benefit  by  the  change,  they  will  also  be  put  to  con- 
siderable expense  in  the  relocation  and  reconstruction  of 
their  tracks  and  in  providing  temporary  facilities  during 
the  work  of  grade  separation.  This  should  be  considered. 
On  division  of  expense,  he  suggests  : 

In  general,  the  cost  should  be  divided  in  proportion  to 
the  relative  width  and  use  of  the  street  car  strip  and  the 
balance  of  the  street.  As  the  railway  strip  is  used  jointly 
by  the  automobile  and  street  car,  the  exact  basis  of  divi- 
sion as  to  its  use  should  be  determined  by  the  number  of 
cars  passing  and  the  number  of  vehicles  passing  within 
a  normal  day,  giving  a  weight  of  ten  to  each  street  car 
and  one  to  each  vehicle.  The  total  cost  so  determined, 
however,  should  not  exceed  a  fair  amount  based  on  the 
net  benefits  to  the  electric  railways,  after  an  allowance 
has  been  made  for  the  additional  cost  occasioned  to  them 
by  the  construction  of  grade  separation  facilities.  It 
should  be  remembered,  also,  that  the  railways  pay  a  gen- 
eral tax  like  the  other  interests  or  individuals,  out  of 
which  the  city's  portion  of  35  per  cent  will  be  paid.  An 
approximate  appraisal  of  the  net  benefits  to  the  electric 
railways  from  this  change  has  been  made.  It  was  found 
that  the  amount  chargeable  against  the  electric  railways 
should  not  exceed  $1,400  per  year  for  ten  years  for  a 
single  electric  railway  track  at  the  intersection,  and  $2,800 
for  two  tracks. 

An  abstract  of  Mr.  Harris'  detailed  treatment  of  Day- 
ion's  transportation  problem  is  of  particular  interest  t& 
operators  in  other  cities  owing  to  the  possibility  of 
applying  in  their  localities  the  remedies  suggested  for 
Dayton.  The  remainder  of  this  article  will  therefore  be 
given  up  to  an  abstract  of  those  portions  of  the  report. 

The  Parking  Problem  in  Dayton 

Public  investment  in  the  improvement  of  streets  has 
been  primarily  for  the  accommodation  of  moving  traffic. 
The  extent  to  which  the  streets  should  provide  storage 
space  for  automobiles  depends  on  what  is  the  greatest 
benefit  to  the  public.  While,  superficially,  the  parking  of 
automobiles  in  front  of  a  certain  store  may  seem  advan- 
tageous to  the  particular  merchant,  yet  such  private  gains, 
if  any,  from  this  source,  may  react  against  his  interest 
by  increasing  congestion  and  creating  a  measure  of  inac- 
cessibility, thus  encouraging  the  development  of  business 
elsewhere  in  more  easily  accessible  locations. 

A  count  at  10  a.m.  on  Aug.  4,  1927,  showed  1,651 
automobiles  parked  within  the  area  bounded  by  Monu- 
ment Avenue,  St.  Clair  Street,  Pitt  Street  and  Wilkins 


Street  (the  business  di.strict).  This  number  is  4  per 
cent  of  the  total  passenger  automobiles  licensed  in  Day- 
ton. At  2  p.m.  and  5  p.m.,  3.9  per  cent  and  3.7  per  cent, 
respectively,  were  parked  in  this  area. 

Even  now  the  general  street  congestion  caused  by 
parking  in  the  downtown  area,  and  the  continued  move- 
ment into  and  out  of  the  parking  spaces  there,  is  so 
serious  that  steps  should  be  taken  to  relieve  the  situation. 
Parking  should  be  prohibited  on  certain  streets  between 
7  a.m.  and  7  p.m.  on  all  days  except  Sundays  and  holi- 
days. It  should  also  be  prohibited  between  .safety  zones 
and  curbs  or  within  the  25  ft.  next  in  rear  of  a  safety 
zone  and  the  curb.  Diagonal  parking  should  be  per- 
mitted only  on  certain  streets. 

Many  of  the  street  railway  safety  zones  in  the  down- 
town district  should  be  extended  so  that  they  can  accom- 
modate at  least  three  cars.  The  maximum  length  now 
is  for  two  cars  only. 

Street  Area  Occupied  by  Automobile 
and  Street  Car  Riders 

In  Dayton  the  average  automobile,  when  still,  occupies 
133.76  sq.ft.,  including  an  allowance  of  1  ft.  on  each  side 
and  1.5  ft.  front  and  rear  for  clearances.  The  average 
number  of  passengers  per  automobile,  determined  by 
count,  is  1.56.  This  amounts  to  an  average  of  85.8  sq.ft. 
of  street  area  per  auto  passenger. 

The  Dayton  street  car,  when  still,  occupies  an  average 
of  458.54  sq.ft.,  including  an  allowance  of  1  ft.  on  each 
side  and  2.5  ft.  front  and  rear  for  clearance.  During  the 
evening  rush  the  average  load  per  hour  for  all  cars  out- 
bound, past  the  point  of  maximum  loading,  is  49.8  pas- 
sengers. Thus  the  average  still  area  required  per  passen- 
ger is  9.2  sq.ft. 

With  an  additional  allowance  of  20  ft.  per  auto  for 
safe  spacing  when  running  at  a  reasonable  speed,  183.2 
sq.ft.  of  street  space  is  required  per  passenger.  To  .serve 
the  average  street  car  load  of  49.8  passengers,  the  auto- 
mobile would  require  563.2  lin.ft.  of  street  when  still,  and 
1,203.2  ft.  when  running.  The  average  length  of  the 
Dayton  closed  street  car  over  all  is  40.4  ft. 

A  four-day  check  was  made  of  the  patrons  of  four 
leading  retail  stores  on  Jan.  9-12,  1928,  to  determine  the 
means  of  transit  used  by  them  in  reaching  the  stores. 
The  results  follow : 


7,466  customers  or    28  per  cent  used  automobiles. 
14,287  customers  or  54  per  cent  used  street  cars. 
4,  i  48  customers  or   I  5  per  cent  walked. 
1 64  customers  or      1  per  cent  came  by  interurban  cars. 
556  customers  or      2  per  cent  came  by  bus. 
1 18  customers  or     0    per  cent  came  by  miscellaneous  means. 
100 


26,739 


Speed  and  Service  of  Dayton  Street  Railways 

The  average  annual  speed  in  miles  per  hour  in  Dayton 
of  the  City  Railway,  Peoples'  Railway,  Oakwood  Street 
Railway,  and  Dayton  Street  Railway  for  1922  to  1926, 
inclusive,  has  been  compiled.  In  1922  the  figure  was 
9.04  m.p.h.  In  1926  it  was  8.66  m.p.h.  The  correspond- 
ing speed  in  Memphis  is  about  10.3  m.p.h.  As  the  ten- 
dency in  Dayton  has  been  downward  in  recent  years, 
special  effort  should  be  made  to  permit  faster  speed. 
An  average  speed  of  slightly  better  than  10  m.p.h.  is 
attainable  in  Dayton,  but  this  will  require  careful  super- 
vision of  service  by  the  company  and  constructive  co- 
operation on  the  part  of  the  city  authorities. 

Dayton  street  car  riders  receive  0.89  seats  per  outbound 
passenger   during   the   heaviest   hour   of    travel   at   the 


1028 


ELECTRIC  KAILWAY  JOURNAL 


K0/.7I,  Aro.25 


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Seat!  and  paucngers  when  passing  points  of  maximum  loading  on 
typical  week  day,  Dayton  city  lines  only 

point  of  maxiimim  loading,  when  the  entire  system  is 
considered.  From  9  a.m.  to  2  p.m.,  the  non-rush  hours, 
the  car  riders  receive  2.70  seats  per  passenger  at  points  of 
maximum  loading.  This  service  fully  equals  that  given 
in  other  cities  the  size  of  Dayton. 

Duration  of  Signal  Cycle  in 
Downtown  District 

The  traffic  signals  in  the  downtown  district  at  present 
are  synchronized  and  alternate,  that  is  to  .say,  signals  will 
change  at  the  same  time  at  all  corners,  but  where  green 
shows  in  a  certain  direction  at  one  intersection,  red  shows 
in  the  same  direction  at  the  next  intersection.  The  dura- 
tion of  one  cycle  is  as  follows:  green  (north  and  south), 
twenty-one  seconds;  amber,  five  seconds;  red,  twenty 
seconds;  amber,  five  seconds;  total  51  seconds. 

This  jjeriod  does  not  synchronize  well  with  the  speed 
of  pedestrians,  street  cars  or  automobiles,  so  that  their 
through  movement  cannot  be  continuous.  Observations 
showed  that  their  average  speeds  in  the  downtown  dis- 
tricts were:  Pedestrians  3.05  m.p.h. ;  street  cars  4.04 
m.p.h. ;  automobiles  15  m.p.h.  The  length  of  the  signal 
cycle  should  be  determined  for  one  of  these  means  of 
travel,  with  the  speeds  of  the  others  bearing  a  definite 
relation  to  it.  Thus,  on  the  basis  of  figures  quoted,  the 
time  allotted  to  the  street  cars  to  jjass  between  two  inter- 
-sections  .should  be  five  times  the  total  of  one  red  and  one 
amlier  light,  and  for  the  average  speed  of  the  pedestrian 
seven  times.  The  duration  of  the  cycle  for  an  auto- 
mobile should  Ik;  twice  the  time  required  by  it  to  travel 
from  one  intersection  to  the  next.  If  an  automobile  re- 
quires eighteen  seconds  to  travel  the  length  of  the  average 
block  in  the  downtown  district  (508.3  ft.),  30  seconds 
is  the  pro]")er  duration  of  a  cycle  proiwrly  to  fit  auto- 
mobile traffic.  This  establishes  90  seconds  and  126  sec- 
onds as  the  time  required  for  street  cars  and  pedestrians 
to  travel  the  same  distance  at  their  respective  speeds. 
The  36-second  cycle  would  then  be  made  up:  Green, 
fourteen  seconds;  amber,  four  seconds;  red,  fourteen 
seconds ;  amber,  four  seconds.  Observation  of  the  time 
required  for  the  average  pedestrian  to  cross  intersections 
between  curbs  in  the  downtown  district  is  14.5  seconds. 
As  he  can  use  the  duration  of  one  green  and  one  amber 
signal,  he  would  have  eighteen  seconds  to  clear  the  inter- 
section. 

It  m.-iy  be  suggested  that  a  sh(trt  signal  cycle  might  be 
satisfactory  for  light  traffic  and  unsatisfactory  for  heavy 
traffii".    This  is  true  theoretically.     Practically,  however, 


the  longer  cycle  is  of  but  little  additional  advantage  to 
heavy  traffic,  and  makes  much  less  efficient  u,sc  of  street 
capacity. 

Characteristic  Zones  of  Travel 

Every  route  from  the  center  of  the  city  of  Dayton  into 
its  outlying  districts  has  three  di.stinct  zones;  a  central 
zone,  a  transmission  or  neutral  zone,  and  an  outer  zone. 
The  central  zone  is  located  in  the  downtown  business 
district.  The  transmission,  or  neutral  zone,  is  just  beyond 
the  central  zone  and  most  passengers  ride  comjiletely 
through  it.  It  contributes  less  revenue  than  the  other 
zones,  and  in  it,  during  the  peak  hours  of  travel,  there 
are  usually  more  passengers  than  seats.  The  outer  zone 
includes  the  residential  district.  Most  of  the  rush-hour 
vacant  seat-miles  are  found  in  this  zone. 

An  accompanying  chart  shows  the  ratio  of  passengers 
and  seats  for  all  city  lines  in  Dayton.  Another  gives  the 
seat  distribution  by  half -hour  i^eriods  for  week-day 
service. 

An  analysis  of  the  data  relating  to  standing  passengers 
and  vacant  seats  in  Dayton  during  1927  shows  there  are 
15.28  vacant  seat-miles  for  each  standing  pas.senger-mile. 
This  is  a  large  proportion. 

It  was  also  found  that  the  average  ])assenger  ride  is 
1.83  miles,  which  is  apjiroximately  equal  to  54  i^er  cent 
of  the  average  one-way  car  trip. 

Free  movement  of  cars  requires  that  the  time  spacings 
between  consecutive  cars  be  not  less  than  the  average 
length  of  service  stop.  The  average  service  stop  in  the 
Dayton  downtown  district  is  36.75  seconds  with  traffic 
signals  and  22.69  seconds  without  traffic  signals.  With 
this  figure,  an  assumed  rate  for  acceleration  and  braking 
of  1.5  m.p.h.p.s.  and  at  least  5  ft.  of  free  space  l)et,ween 
cars  when  standing  on  main-line  track,  the  normal  car- 
rying capacity  of  track  in  the  dowiitnwii  district  in  Day- 
ton can  be  calculated.  It  must  be  borne  in  mind,  however, 
that  such  a  calculation  assumes  that  there  will  be  no 
interference  with  the  free  movement  of  cars  from  sources 
other  than  those  involved  in  the  length  of  service  stop 
and  factor  of  safety.     If  the  track  between  consecutive 


60,000 


50,000 


:  40,000 


0-30,000 


20,000 


10,000 


I'A       \       Vh       T> 

On«  Half  Mil*  Zonet 


Ratio  between  seats  and  passengers  in  different  zones  on  typical 
week  day,  city  lines  only 


June  23, 1928 


ELECTRIC  RAILWAY  JOURNAL 


102y 


cars  is  used  by  vehicles,  for  example,  the  extent  to  which 
the  full  theoretical  track  capacity  may  be  utilized  is  mate- 
rially affected. 

Car  Seating  Capacity 

The  seating  capacities  of  the  various  city  cars  in  Dayton 
range  from  28  to  70,  depending  on  the  type.  In  all, 
there  are  27  types  of  cars  and,  with  but  a  few  exceptions, 
Ihey  are  one-man  cars.  They  average  47  seats  each. 
Observations  of  the  average  normal  standing  load,  which 
may  be  taken  as  22  passengers,  show  that  they  will  ar- 
range themselves  on  city  cars  under  average  conditions  as 
follows : 


Average  Area  per  Standing  Pasaenger  (Normal  Standing  Load) 

Front  ventiouie One  paaeengor  for  each  3.  30  sq.ft. 

Ainle One  panaonger  for  eacii  4.01  nq.ft. 

Itcnr  ventibule One  passenger  for  each  5. 94  eq.ft. 

Car  aa  a  whole One  paseenger  for  each  4. 06  sq.ft. 

The  minimum  space  per  passenger  observed  at  various 
times  under  voluntary  election  of  standing  space  in  differ- 
ent crowded  cars  was  as  follows : 

Average   Area   per  Standing   Passenger   (Crowded   Cars) 

Front  vestibule One  passenger  for  each  1 .  03  sq.ft. 

Aisle. One  passenger  for  each  1 .  47  sq.ft. 

Rear  voatibule One  pasnonger  for  each  1 .  08  sq.f i. 

Car  as  a  whole i One  passenger  for  each  1 .  50  sq.ft. 

The  average  city  car  has  86.9  sq.ft.  available  for  stand- 
ing passengers,  and  on  the  basis  of  1.5  sq.ft.  per  pas- 
senger, will  accommodate  58  standing  passengers  in  an 
emergency,  or  123  per  cent  of  its  average  seating  capacity. 

Unit  for  Measuring  Service 

No  one  unit  for  measuring  service  in  all  its  phases  has 
been  devised.  Many  have  been  suggested,  but  they  are 
not  entirely  adequate.  On  the  basis  of  pure  transporta- 
tion, however,  the  unit  "Car-Mile  Per  Revenue  Passenger" 
may  be  used.  Actually,  this  has  been  decreasing  in  Day- 
ton, as  shown  by  the  table  on  page  1030,  representing  the 
car-miles  per  revenue  passenger  on  the  Dayton  city  lines 
of  the  City  Railway,  Oakwood  Street  Railway,  Dayton- 
Xenia  Railway,  Peoples'  Railway,  Dayton  Street  Railway 
and  Cincinnati,  Hamilton  &  Dayton  Railway. 

A  car  rider  has  a  right  to  expect  satisfactory  service, 
but  it  is  difficult  to  decide  what  service  is  satisfactory. 
Some  may  want  speed,  others  reliability,  others  vacant 
seats,  or  it  may  be  that  property  or  business  interests 
may  be  the  deciding  factor. 

Attempts  have  been  made  to  establish  a  standard  of 
service  based  on  an  average  load  or  the  number  of  seats 
per  100  passengers  over  a  given  period  of  time.  These 
efforts  have  not  proved  successful  because  they  are  not 
conducive  to  efficient  operation  nor  do  they  guarantee  an 
equitable  relation  between  service,  fare  and  cost. 

A  standard  of  service  based  in  such  a  way  as  to  main- 
tain an  equitable  relation  between  revenue  and  cost  could 
1)6  developed  somewhat  as  follows :  Estimate  the  future 
revenue  for  several  months,  preferably  a  year;  then  de- 
duct an  amount  required  to  maintain  the  integrity  of  the 
money  invested,  i.e.,  return,  renewals  and  replacements, 
maintenance,  and  a  small  margin  for  profit  and  loss.  The 
balance,  after  deducting  an  amount  to  cover  taxes,  com- 
prises all  the  money  which  is  available  for  service. 

Next,  determine  the  aggregate  mileage  that  this  amount 
of  money  will  pay  for  at  the  prevailing  rate  of  cost,  then 
distribute  it  to  the  various  months  according  to  seasonal 
conditions  and  requirements;  then  to  the  various  routes, 
and  then  to  the  various  days  of  the  month.    Then,  from 


.somewhat  similar  estimates  of  earnings  for  each  route  a 
continued  measure  of  service  may  be  evolved  in  the  form 
of  "Earnings  Per  Car-Mile"  by  lines  for  each  month  and 
each  day.  Such  a  standard  may  be  designated  "Daily 
Line  Standard." 

Division  of  the  earnings  in  service  of  each  of  the  routes 
by  the  unit  "Earnings  Per  Car-Mile"  will  then  give  the 
largest  amount  of  mileage  which  should  Ix:  operated  on 
a  given  date.  With  this  determined,  the  next  problem  is 
to  distribute  this  mileage  along  the  line  and  throughout 
the  day.    This  is  a  matter  of  schedule  design. 

A  diagram  included  in  the  report  gives  the  car- 
miles  per  revenue  passenger  .since  1910  for  the  City  Rail- 


0.12 
0.30 
0.28 


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Trend  between  actual  service  and  suggested  good  service  as  well 
as  between  expenses  and  fare  per  passenger,  Dayton  city  linea 
only 


way.  Peoples'  Railway,  Oakwood  Street  Railway  and 
Dayton  Street  Railway.  Other  companies  rendering  city 
service  were  not  included  because  a  complete  separation 
of  operating  expenses  between  their  city  and  interurban 
services  was  not  available. 

The  curve  representing  good  service  is  drawn  in  as  a 
matter  of  judgment.  The  actual  service  is  below  this 
curve  except  in  1921,  when  there  were  abnormal  condi- 
tions, due  to  a  strike.  The  lower  curve  shows  that  during 
these  years  there  was  only  a  narrow  margin  between 
operating  costs  per  revenue  passenger  and  the  fare.  This 
margin  was  too  small  to  be  conducive  to  rendering  good 
service.  As  a  result,  the  city  as  a  whole  paid  through  a 
reduction  of  service  below  normal  good  service. 

If  the  proposed  standard  should  be  adopted,  it  is  be- 
lieved that  it  would  distribute  service  equitably  and  give 


1030 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.25 


to  the  public  all  the  service  a  given  fare  will  permit,  and 
to  the  company  assurance  that  the  integrity  of  its  invest- 
ment will  be  protected.  All  of  this  lends  itself  to  fur- 
thering the  development  of  the  community. 

With  such  an  arrangement  there  should  also  be  a  limit 
to  the  size  of  load  to  be  carried.  Thus,  subject  to  the 
limitations  of  service  already  discussed,  the  loads  carried 
past  the  point  of  maximum  loading,  averaged  over  a 
period  of  twenty  minutes,  should  not  regularly  exceed  the 
normal  capacity  of  the  car.  or  seating  capacity  plus  one 
standing  passenger  for  each  4  sq.ft.  of  standing  area. 
Further,  no  regularly  occurring  maximum  load  should 
exceed  the  emergency  capacity  of  the  car,  which  is  seated 
capacity,  plus  one  passenger  for  each  1.5  sq.ft.  of  avail- 
able standing  area. 

The  fare  required  in  Dayton  to  provide  good  service 
there  under  present  operating  conditions  can  be  deter- 
mined as  follows : 


AVERAGE   FARE    PER    REVENUE   PASSENGER    REQUIRED    TO 

PROVIDE  GOOD   SERVICE   IN   DAYTON   UNDER  PRESENT 

CONDITIONS 

Average  length  of  one-way  car  trip,  miles 5.  43 

Operating  expenses  per  car-mile  in  cents  (normal  for  Dayton) 21.7 

Operating  expenses  per  one-way  car  trip $  1 .  1 783 

Ratio  of  operating  expenses  to  gross  revenue,  per  cent 55.  4 

Gross  revenue  required $2 .  1 269 

Car-miles  per  revenue  passenger 0.  1650 

Revenue  passengers  per  average  one-way  car  trip 32,  9091 

Average  fare  required  per  revenue  passenger  in  cents 6 .  46 


This  average 
ing  rates. 

fare  could  Ije  obtained  from  the  follow- 

Half-fare  tickets 

3  cents 

Four  for  25  cents 

8  cents 

1  cent 

Full-fare  tickets 

Transient  fare  in  cash 

The  division 
approximated  as 

of  these 
follows : 

fares 

paid 

would 

probably 

be 

Fare  in  Per  Cent  Product 
Cenl« 

Half-fare  tickets,  no  transfer 3  3.7  |I.l 

Half-fare  tickets,  with  transfer I  08  32 

Four  tickets  for  25  cents,  no  transfer 6i  70.0  437.5 

Four  tickets  for  25  cents,  with  transfer 71  15.5  112.4 

Cash  fare,  no  transfer .    8  8.2  65.6 

Cash  fare,  with  transfer 9  ].S  M.l 

Total  (average) 6.  46  100. 0  646. 0 


Increased  operating  expenses  would  change  the  fare 
required.  Thus  a  5  per  cent  increa.se  in  wages  would 
make  necessary  an  increase  in  receipts  of  0.06  cent  per 
revenue  passenger,  and  a  10  per  cent  increase  in  wages 
would  mean  a  necessary  increase  of  0.13  cent  per 
revenue  passenger. 

To  insure  adequate  service  to  the  public  and  ability  to 
keep  abreast  of  the  city's  development,  new  capital  is 
constantly  required  for  electric  railway  facilities.  Elec- 
tric railway  securities  should  be  made  as  attractive  as 
other  corresponding  forms  of  investment,  both  for  in- 
come and  security.  Certain  rules  have  been  set  down 
which,  if  complied  with,  will  establish  the  electric  railway 
securities  of  Davton  on  a  proper  basis.  Briefly,  these 
rules  are: 

1.  Net  earnings  should  not  be  less  than  2.5  times  fixed 
charges. 

2.  Fixed  charges  should  not  be  greater  than  4.24  per 
cent  of  rate  base  (or  amount  on  which  the  company  is 
allowed  to  earn  a  return). 

3.  Fixed  charges  should  not  be  greater  than  16.112  per 
cent  of  gross  revenue  from  all  sources. 


SERVICE:  CAR-MILES  PER  REVENUE  PASSENGER,  ON  DAYTON 
CITY  LINES  or  CITY  RAILWAY.,  OAKWOOD  STREET  RAILWAY, 
DAYTON-XENIA  RAILWAY,  PEOPLES  RAILWAY,  DAYTON  STREET 
RAILWAY,   AND    CINCINNATI,    HAMILTON  &    DAYTON     RAILWAY 

Revenue        Car-Miles  per 

Year  Car-Miles  Passengers  Revenue  Passenger 

1910 7,372,408  30,041,325  0.2454 

1912 7,849,434  30,848,534  0.2544 

1914 7,532,742  33,441,835  0.2252 

1916 7,447,799  39,503,027  0.1885 

1918 6,878,142  41,568,427  0,1655 

1920 6,376,661  44,933,105  0,1419 

1922 6,767,156  42,697,635  0,1585 

1924 6,884,446  43,227,938  0,1593 

1926 6,830,366  44,438,428  0,1537 

1927* 3,430,400  22,981,478  0,1493 

'Estimate  for  first  six  months. 


4.  Net  earnings  should  not  be  less  than  40.28  per  cent 
of  gross  revenue  from  all  sources. 

5.  Face  value  of  bonds  should  not  exceed  6.667  times 
net  earnings. 

6.  Face  value  of  bonds  should  not  exceed  2.6853  times 
gross  revenue  from  all  sources. 

7.  Face  value  of  bonds  should  not  exceed  70.6658  per 
cent  of  rate  base. 

In  the  above,  net  earnings  are  taken  to  be  gross  rev- 
enues, less  operating  expenses  and  taxes ;  gross  revenues 
mean  revenues  from  all  sources ;  fixed  charges  equal  an- 
nual interest  charges  or  bonds  ;  rate  base  is  the  recognized 
amount  on  which  a  return  is  allowed  to  be  earned.  In 
this  method  of  calculation  prudent  management  and  sus- 
tained earnings  are  assumed. 

Under  present  conditions  a  full  compliance  with  rule  4 
is  not   probable   for  any   of   the  companies  in   Dayton, 
except  by  greatly  reduced  operating  ex])enses.    With  that  | 
exception  they  come  through  with  a  pretty  clean  slate. 


New  Bus  Seating  Plan 


Seats  over  the  wheel  housings  in  this  Twin  Coach  are  a  departure 
from  the  ordinary  type 

SEATS  over  the  wheel  housings  of  buses  ordinarily 
are  of  little  utility.     F.  C.  Miller,  manager  of  the.| 
Cleveland-Akron-Canton  Bus  Company,  has  devised  an 
arrangement  to  obviate  the  difficulty  and   seats  of  his  i 
design  are  installed  in  the  six  Twin  Coaches  ju.st  put  in 
service  on  the  Cleveland-Akron-Canton  run.     The  seats 
directly  over  the  housing  are  longitudinal,  and  are  com- 
bined with  transverse  seats  immediately  behind.     .\  con- 
tinuous padded  back  sweeps  in  a  quadrant  behind  the] 
seats,  as  .shown   in  the  illustration.     'J'he   jilaii   has  in- 
creased the  total  capacity  of  the  coach   from  37  to  40 
passengers. 


Are  We  Merely  Running  Cars? 

Modern  standards  of  public  transportation  must  be  created  to  meet  the 

relentless  pressure  for  improved  facilities.    Readjustment  in 

thinking,  planning  and  managing  can  retain  the  position 

of  prosperous  leadership  for  each  management 

By  E.  J.  Mcllraith 

Staff  Engineer  Chicago  Surface  Lines,  Chicago,  111. 


PUBLIC  transportation 
is  necessary  in  all  cities 
and  some  organization 
must  operate  each  system, 
but  the  relentless  ])ressure  of 
the  last  ten  years  for  im- 
proved facilities  is  not  slack- 
ening. There  is  no  chance 
of  dodging  the  issue.  Each 
management  is  being  forced 
to  the  defensive  and  only  the 
active,  aggressive  and  pro- 
gressive will  survive.  The 
railway  business  is  in  a  state 
of  change,  and  only  readjust- 
ment in  methods,  in  modern- 
ization of  equipment,  in  think- 
ing, planning  and  managing 
can  retain  for  each  manage- 
ment the  position  of  prosperous  leadership. 

All  business  customs  and  procedure  are  changing.  As 
Merle  Thorpe  says,  in  The  Nation's  Business  for  April : 

Change  is  the  immutable  law.  Eternal  adaptability  is  the  price 
of  survival.    Competition  and  change  march  together  as  one. 

Together  they  plan  new  things  to  supplant  old  things,  to  dom- 
inate new  markets,  and  to  wrest  the  patronage  from  old-time 
customers  and  customs.  Together  they  see  to  it  that  a  commercial 
house  of  a  century's  standing  may  be  destroyed  with  bewildering 
suddenness.  At  the  same  time  an  infant  enterprise  becomes  over- 
night a  national  institution.  ... 

Competition  never  rests.  Competition  may  be  the  life  of  trade 
but  it  is  also  the  death  of  traders.  .  .  . 

Out  of  the  flux  and  ferment  emerge  the  victors.  Men  clear- 
eyed,  alert,  resourceful,  they  win  that  all  of  us  may  live  more 
fully.    It  is  the  law. 

The  world  steps  aside  to  let  any  man  pass  who  can  see  a  year 
ahead. 

Railways  are  no  exception  to  this  general  rule. 
Present-day  standards  must  be  served.  The  public 
should  be  surprised  by  a  better  quality  and  comfort  of 
public  service  than  it  has  yet  grown  to  want. 

The  purchaser  doesn't  buy  merely  what  is  necessary 
any  more :  he  is  sold  something  better,  bigger  and  more 
luxurious  than  he  had  wanted.  He  cheerfully  pays  for 
newer,  better  automobiles,  lives  in  newer,  better  homes, 
wears  more  expensive  clothes,  changes  even  his  furniture 
t(i  suit  the  prevailing  vogue.  But  the  electric  railways 
are  not  modernized  in  sales  practices.     The  people  are 

.  not  even  getting  what  they  timidly  hope  for :  much  less 

I  are  they  surprised  by  what  is  offered. 

Here  and  there  someone  is  showing  either  a  new  idea 
(ir  a  better  adaptation  of  an  old  one.  Scattered  efforts 
are  building  for  us  the  nucleus  of  the  modernized 
scheme  of  transportation  that  will  serve  the  public  well. 

.  The  alert  management  is  searching  for  these,  and  will 
develop  them  so  as  to  deserve  ])ublic  commendation  and 


Speaking  at  the  recent  annual  con- 
vention of  the  Canadian  Electric 
Railway  Association,  Mr.  Mcllraith 
brought  out  that  the  railway  business 
is  in  a  state  of  change  and  that  to 
meet  the  present-day  competition  a 
complete  readjustment  is  necessary. 
As  a  foundation  for  planning  and 
supervising  a  readjustment  he  listed 
and  discussed  fourteen  items  that  hold 
many  possibilities  for  individual 
operators. — Editor. 


secure  favorable  operating 
conditions  from  the  city  gov- 
ernment. 

Many  competent  minds 
have  been  active  in  trying  to 
determine  the  ultimate  or  best 
development  for  public  trans- 
portation. It  is  idle  to  think 
now  of  some  unexpected  pan- 
acea or  some  drastically  dif- 
ferent development  that  will 
revolutionize  our  business. 
Electric  railways  will  continue 
for  an  indefinitely  long  period 
to  be  the  most  effective  form 
of  public  transportation.  It 
does  not  follow  that  present 
electric  railways  are  operating 
at  their  best.  None  even  ap- 
l^roaches  a  condition  which  might  be  considered  com- 
])letely  satisfactory,  and  most  of  them  are  very  far  short 
f)f  the  .standard.  Successful  management  and  operation 
call  for  intimate  attention  to  much  detail  and  great  im- 
])rovement  on  many  existing  practices.  Circumstances 
often  i^revent  the  attainment  of  the  management's  dreams. 
Often  the  obstacles  are  more  fancied  than  real.  Often 
the  ideal  set  is  far  short  of  being  appropriate  to  the  cir- 
cumstances. But  whatever  the  condition  and  in  all  cir- 
cumstances, the  quality  of  the  service  and  the  success  of 
the  business  is  a  direct  measure  of  the  ability  of  the 
management  to  follow  through  in  planning  and  in  super- 
vising, so  as  to  insure  intelligent  and  competent  attention 
to  all  the  details  involved. 

There  are  a  few  outstanding  items  that  are  being  done 
here  and  there  and  that  should  be  given  complete  atten- 
tion by  each  property.  These  fourteen  items  may  serve 
as  a   foundation : 

1.  Traffic  regulation  and  improvement  of  street  use. 

2.  Promoting  an  active,  competent  committee  of  representatives 
of  influential  and  interested  industries  or  organizations  to  study 
and  develop  planning  for  street  betterments. 

3.  Reducing  time  wastage  in  operation. 

4.  Building  appropriate  comfort  into  cars. 

5.  Building  high-powered  cars. 

6.  Building  attractive  cars. 

7.  Building  high-grade  machinery  principles  into  the  car  equip- 
ment. 

8.  Scheduling  service  that  is  suited  to  the  different  districts 
served. 

9.  Providing  express  .service  by  suitable  buses. 

10.  Using  well  the  possible  auxiliary  equipment  such  as  buses 
of  various  types,  or  trackless  trolleys. 

11.  Scheduling  service  with  thorough  technical  skill  after  care- 
ful analysis  of  the  necessary  traffic  data. 

12.  Thorough  training  of  the  operating  force  in  good  principles 
of  safe,  and  yet  fast,  operation. 


1031 


1032 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  N  0.25 


13.  Active  and  effective  supervision  of  the  operation  to  insure 
performance  of  the  standard  set. 

14.  Planning  for  better  and  bigger  city  growth. 

A  brief  discussion  of  some  of  these  items  will  illus- 
trate the  possibilities. 

Regulation  of  Traffic  Requires  Co-operation 
Traffic  regulation  in  its  broadest  sense  is  a  definite 
problem  on  which  railway  managements  should  be  the 
best  informed  specialists  and  most  eflfective  workers.  It 
involves  not  only  signal  control  and  traffic  routing  or 
segregation,  but  also  all  the  basic  principles  of  street  use 
such  as  proper  regulation  of  all  movements,  parking, 
street  obstructions  (including  manhole  openings  and 
street  repairs),  routing  of  cars  or  buses,  operation  of 
taxicabs  or  sightseeing  buses,  loading  or  unloading  of 
goods  or  materials,  operation  of  service  vehicles  and  the 
creation  of  special  streets,  boulevards  and  heavy  traffic 
thoroughfares. 

Traffic  planning  of  this  sort  is  not  a  police  job,  nor 
one  for  consulting  engineers  alone.  The  local  organiza- 
tions should  be  intelligently  led  through  a  study  of  the 
details  so  as  to  create  traffic  conditions  that  are  appro- 
priate to  the  best  public  welfare.  Full  sympathy  can  be 
obtained  from  all  iolerested  business  organizations  if 
the  data  are  carefully  collected,  are  thoroughly  discussed 
and  the  conclusions  reached  are  based  on  what  is  clearly 
for  the  greatest  good  to  the  greatest  number.  The 
notable  success  in  the  development  of  traffic  regulation 
in  Chicago  has  been  due  to  the  complete  understanding 
reached  in  the  street  traffic  committee  of  the  Association 
of  Commerce. 

Fast  Operation  Appreciated 

Much  time  is  wasted  in  ordinary  street  railway  opera- 
tion. Speed  is  a  very  essential  element  of  good  service 
and  has  much  to  do  with  the  growth  in  business.  Reck- 
less speed  is  not  wanted,  but  faster  operation  can  be 
attained  by  reduction  of  delays  to  a  minimum  and  by 
alertness  on  the  part  of  the  train  crew.  The  Chicago 
Surface  Lines  is  operating  with  an  average  speed  of  1 1 .26 
m.p.h.,  in  spite  of  the  intensity  of  street  use  along  car 
lines. 

The  failure  to  increase  the  average  speed  of  operation 
is  one  of  the  major  factors  in  preventing  an  increase  in 
business  in  most  cities.  Our  customers  are  severely  crit- 
ical of  service  that  hints  of  inefficiency,  but  respond  to 
an  alert  crew  that  hurries  without  rushing. 

In  order  to  maintain  a  high  average  speed  it  is  neces- 
sary to  have  adequate  motor  capacity.  High  accelerat- 
ing rate  and  high  free  running  speed  are  needed  if  the 
street  car  is  to  compete  successfully  with  any  vehicle  in 
the  street.  With  the  faster  car  the  standard  of  service 
on  a  line  can  be  maintained  with  a  smaller  number  of  cars 
and  consequently  a  lower  cost  for  housing,  and  the  cost 
of  operation  in  trainmen's  hours  also  is  reduced. 

Comfortable  and  Attractive  Cars  Are  Needed 

Many  railway  organizations  have  been  trying  to  build 
comfort  into  street  cars  and  much  has  been  accomplished, 
but  all  too  slowly.  Cars  should  be  renovated  more 
rapidly.  Most  of  those  now  in  use  are  a  product  of 
the  age  when  people  had  to  ride  street  cars.  Manage- 
ments should  have  moved  faster  in  meeting  the  competi- 
tion of  comfortable  seats  in  private  automobiles.  Public 
conveyances  cannot  be  quite  so  comfortable,  but  there 
is  too  great  a  difference.  The  noise  and  rattle,  insufficient 
ventilation,  width  of  aisle,  the  width  and  convenience  of 


the  doors  and  platforms,  and  the  method  of  using  doors 
are  all  subject  to  severe  criticism. 

The  new  car  on  trial  in  St.  Louis  looks  like  a  good 
type  for  most  lines.  It  has  individual  seats  arranged 
along  the  sides,  each  at  an  angle  of  about  45  deg.  from 
the  line  of  the  side  of  the  car.  There  are  43  seats  and 
a  very  wide  aisle.  This  arrangement  affords  unusual 
accessibility,  prevents  all  jostling  during  non-rush  hours, 
and  enables  each  passenger  to  enjoy  a  degree  of  luxury 
and  exclusive  comfort  not  possible  when  two  persons  art- 
crowded  on  one  seat.  The  ordinary  street  car  or  bus 
subjects  passengers  to  an  undesirable  degree  of  personal 
contact. 

The  attractiveness  of  the  car  too  often  has  been  largely 
overlooked  in  the  desire  to  secure  minimum  maintenance 
cost;  but  the  railway  can  well  afford  higher  cost  if  by 
doing  so  it  attracts  riders.  Only  a  few  added  riders  will 
pay  for  the  slight  additional  expense  of  providing  pleas- 
ing interiors. 

Some  of  the  interiors  exhibited  at  last  year's  American 
Electric  Railway  Association  convention  in  Cleveland 
were  surprising  departures  from  the  older  types,  and 
simplicity  of  arrangement  may  result  in  reduced  costs  of 
construction. 

Possibilities  with  Special  Service 

In  Detroit  a  so-called  jitney  service  is  operating.  Bus 
service  of  both  local  and  express  type  is  also  given  by 
competing  companies.  It  is  very  interesting  to  note  the 
apparent  demand  for  the  comfort  of  the  express  jitney 
service  and  of  satisfactory  express  bus  service  without 
concern  as  to  price.  There  is  no  doubt  that  many  people 
resent  the  jostling  within  a  street  car  and  are  willing  to 
pay  a  higher  fare  for  specialized  express  service.  Com- 
fort and  convenience  are  quite  in  demand,  and  will  be 
paid  for  cheerfully  at  any  rate  in  keeping  with  the  com- 
parative exclusiveness  of  the  patronage.  The  possibil- 
ities of  such  auxiliary  express  service  have  been  very 
incompletely  explored  to  date,  even  though  several  cities 
are  giving  a  few  sample  runs  of  this  type. 

A  special  division  of  a  company's  organization  estab- 
lished to  build  up  express  service  would  make  possible 
the  elimination  of  much  private  automobile  use  and 
should  fill  a  recognized  need  as  an  auxiliary  of  the  public 
transportation  business.  No  doubt  this  service  can  be 
made  profitable,  because  it  can  be  rendered  only  at  the 
price  and  where  the  business  can  be  done  profitably.  The 
use  of  buses  as  supplementary  equipment  offers  broad 
possibilities. 

Importance  of  Scheduling 

The  department  handling  the  traffic  and  schedule 
analysis  is  responsible  for  the  number  of  cars  owned 
and  operated,  for  the  car-miles  covered,  and  for  tin 
quality  of  service  rendered.  The  operating  schedules 
may  include  useless  car  mileage  that  is  not  apparent  nor 
suspected.  Much  of  the  cost,  therefore,  of  the  electrical, 
of  the  way  and  of  the  equipment  departments  is  con- 
trolled by  the  skill  with  which  the  schedule  department 
does  its  work.  The  cost  of  trainmen's  wages  is  usually 
greater  than  the  cost  of  these  three  maintenance  depart- 
ments put  together.  The  accuracy  with  which  the  sched- 
ules may  be  maintained  on  the  street  is  dependent  upon 
the  care  with  which  the  schedule  department  has  analyzed 
the  problem,  has  established  the  running  time  and  the 
standard  of  car  loading,  and  has  worked  out  the  solution 
in  car-hours  of  operation.  The  effectiveness  of  each 
car-hour  schedule  is  controlled  by  the  schedule  maker. 


June  23, 1928 


ELECTRIC  RAILWAY  JOURNAL 


1033 


It  is  impossible  to  judge  the  quality  of  schedule  making 
without  intimate  analysis  of  the  detail.  This  is  rarely 
discussed  outside  the  schedule  department,  and  in  some 
cities  not  even  the  schedule  makers  are  trained  to  inter- 
pret the  problem.  Too  often  schedule  making  is  treated 
abstractly  as  a  sort  of  puzzle.  It  is  a  very  live  problem 
involving  the  satisfaction  of  thousands  of  travelers,  the 
living  conditions  of  the  trainmen  and  their  families,  as 
well  as  the  development  of  income  and  most  of  the 
expense  of  the  company.  It  is  not  a  casual  job  for  un- 
sympathetic or  less  careful  handling  than  that  of  the 
most  skilled  men.  In  fact,  the  prosperity  of  the  com- 
pany rests  principally  with  the  skill  and  ability  of  those 
in  charge  of  the  schedule  and  traffic  department.  Of 
course,  the  manager  may  be  sufficiently  active  and  so 
thoroughly  informed  as  to  provide  for  the  schedule  de- 
partment the  necessary  judgment ;  but  is  sufficient  recog- 
nition of  the  importance  of  scheduling  really  given? 

Millions  of  dollars  per  year  may  be  wasted  in  a  large 
company  without  any  suspicion  being  raised  as  to  that 
waste.  It  is  time  more  railway  organizations  were  em- 
ploying the  highest  technical  skill  to  reorganize  this  most 
important    planning   and    production   departm,ent. 

Training  of  the  Operating  Force 

No  matter  how  good  scheduling  may  be,  the  result 
on  the  street  will  be  disappointing  unless  the  operating 
force  is  trained  in  sound  principles  of  safe  and  fast 
operation.  The  safety  organization,  together  with  the 
regular  trainmen's  school  force,  can  instruct  the  men  in 
safe  practices  that  provide  alert  efficiency  in  saving 
moments  of  needless  delay.  The  training  of  the  motor- 
man  and  conductor  and  the  use  of  care  to  get  them 
working  in  sympathy  with  a  sound,  well-planned  view- 
point is  a  major  portion  of  the  problem  of  obtaining 
higher  speed  and  lower  accident  costs. 

The  supervisory  force,  including  all  from  the  super- 
intendent of  transportation  through  to  the  supervisors 
and  starters,  must  be  alert,  active,  well-organized  and 
constantly  applying  pressure.  They  must  have  the  respect 
and  assistance  of  the  train  force.  The  trainmen  must 
be  well  instructed  in  the  details  of  their  work,  and  like 
all  human  beings  must  be  constantly  followed  up  to  see 
that  they  do  that  which  is  laid  out  for  them.  Irregu- 
larities in  operation  will  develop.  Effective  methods 
must  be  produced  to  restore  good  service.  The  public 
must  be  assured  of  regularity  of  operation,  regardless 
of  the  handicaps  that  come  from  operation  in  streets. 
The  supervisory  force  must  try  to  keep  operation  as 
closely  as  possible  to  the  schedule,  but  in  small  or  large 
emergencies  the  principal  emphasis  in  adjusting  cars 
to  make  up  for  delays  should  always  be  to  provide  the 
best  possible  service  adjustments  regardless  of  the  incon- 
venience to  the  train  crew  or  of  the  overtime  pay  re- 
quired. A  record  for  dependability  of  service  and  for 
care  in  avoiding  delays  and  inconvenience  to  the  public 
can  produce  the  good  will  that  is  so  invaluable. 

Railway  Management's  Obligation  in 
City  Planning 

There  is  an  outstanding  obligation  upon  the  railway 
management  to  be  planning  long  in  advance  for  the 
growth  and  development  of  the  city  it  serves.  The  pres- 
sure of  the  modern  density  of  traffic  on  the  streets  is 
producing  new  ideas  on  city  planning.  The  old  theory  of ' 
a  beautiful  city  plan  involving  noble  architecture  and 
magnificent  geometrical  arrangement  for  streets  is  quite 


incomplete  in  meeting  the  actual  needs  for  regional  plan- 
ning of  a  city's  transportation  and  traffic  system.  A 
true  plan  involves  nDuch  more.  The  Regional  Plan  of 
New  York  is  building  towards  the  establishment  of  cor- 
rect, scientific  investigation  of  the  reasons  for  the  present 
types  of  city  growth  and  development,  the  purpose  of 
cities  and  the  desirable  layout  that  will  fit  best  with  the 
true  economics  involved. 

Predictions  of  the  future  cannot  be  made  with  absolute 
accuracy,  but  foresight  will  prepare  a  general  plan  that 
will  be  quite  adaptable  to  the  future,  and  can  stabilize 
the  growth  of  the  city,  the  land  values  and  the  business 
prominence  of  the  city,  because  it  can  provide  for  con- 
tinuous convenience  of  accessibility.  Cities  must  estab- 
lish a  confidence  of  sound  management  in  order  that 
industry  and  commerce  may  expand,  or  that  new  industry 
or  more  business  organizations  may  be  willing  to  locate 
within  them. 

The  railway  organization  is  involved  to  an  unusual 
degree  in  this  city  planning  work.  It  is  involved  also  in 
the  detailed  day-by-day  job  of  fitting  regulation  to  the 
needs  of  the  users  of  the  city  streets.  The  managements 
must  take  the  broadest  possible  point  of  view  in  meeting 
these  problems.  By  becoming  thoroughly  competent  to 
take  leadership,  and  then  showing  an  absolute  im- 
partiality in  point  of  view  in  working  out  the  very  best 
results  for  all  users  of  the  street,  the  railway  manage- 
ment can  produce  tremendous  benefits  for  the  community 
it  serves.  • 

Most  railway  managements  are  working  on  what  is 
equivalent  to  a  service-at-cost  plan,  because  of  commis- 
sion rule  and  commission  control.  The  management  is, 
then,  in  reality  representing  the  people  as  an  agent  in 
providing  for  public  use  one  of  the  major  necessities  of 
a  city.  It  owes  a  definite  obligation  to  serve  in  the  most 
complete  way  the  needs  of  these  citizens.  Nearly  all 
patrons  served  use  both  automobiles  and  public  carriers, 
and  practically  all  of  the  citizens  of  the  city  are  in  some 
way  directly  benefited  by  street  railway  service,  although 
some  use  street  cars  only  occasionally.  The  elected  repre- 
sentatives of  the  people  are  elected  by  only  a  small 
majority  of  voters  and  are  holding  office  only  for  a 
short  term.  The  railway  management's  responsibility 
is  continuous.  Its  interest  in  the  city  welfare  is  more 
vital  than  that  of  the  elected  officials  because  of  the  con- 
tinuous commercial  responsibility.  It  is  more  critical 
because  of  the  absolute  necessity  of  providing  a  con- 
tinuing facility  that  grows  more  and  more  essential  to  the 
life  of  the  community.  The  railway  management  is, 
then,  entitled  to  assume  the  position  of  the  most  inter- 
ested spokesman  and  best  qualified  agent  with  an  obliga- 
tion to  all  those  using  the  streets. 

These  outstanding  obligations  rest  upon  the  railway 
management's  shoulders :  It  must  first  put  its  own  house 
in  order  by  intimate  attention  to  the  details  of  its  own 
business,  so  that  city  transportation  may  become  of  maxi- 
mum service  to  the  community,  affording  the  highest 
possible  degree  of  comfort.  It  must  help  control  the 
traffic  problems  of  the  moment,  which  are  frequently  em- 
barrassing, and  it  must  assume  a  major  part  of  the  burden 
of  the  development  of  a  city  plan  that  will  be  appropriate 
to  the  best  comfort  and  prosperity  of  the  citizens. 

Each  of  us  should  ask  himself  critically,  whether  he 
is  doing  his  part  towards  leadership  in  his  community. 
Are  we  merely  running  cars,  or  are  we  planning,  think- 
ing, developing  and  giving  the  best  service  that  the  con- 
ditions of  otir  city  will  support? 


1034 


ELECTRIC  RAILWAY  JOURNAL 


VoL7\,No.25 


Instruction  Panel  Explains 
Treadle  Door  Operation 

By  J.  W.  Weir 

Assistant  to  General  Superintendent  of  Maintenance  Kansas  City 
Public  Sen'iee  Company,  Kansas  City,  Mo. 

INSTALLATION  of  rear  door  control  equipment 
representing  a  departure  from  previous  standards, 
necessitated  the  training  and  instructing  of  carhouse  and 
shop  employees  of  the  Kansas  City  Public  Service  Com- 
pany in  its  proper  adjustment,  inspection  and  main- 
tenance. A  "general  order,"  or  maintenance  instruction 
bulletin,  explaining  the  adjustment  and  maintenance  of 
the  equipment,  was  issued  and  a  portable  panel  with  the 
various  units  comprising  the  treadle  control  was  built. 

The  panel  was  taken  to  each  carhouse  by  a  representa- 
tive of  the  engineering  department  thoroughly  familiar 
with  the  equipment,  and  the  operation  of  each  unit 
exp'ained  to  the  workmen.  The  men  were  shown  how 
the  switches,  valves,  controls  and  other  parts  functioned, 
and  how  possible  troubles  could  be  cleared.  Short  cir- 
cuits in  wiring,  poorly  adjusted  contactors,  stuck  valves 
and  other  troubles  were  duplicated  on  the  panel. 

Kansas  City  will  have  746  one-man  cars  when  its 
rehabilitation  program  is  completed,  and  of  this  number 
621  will  be  equipped  with  special  rear  doors,  electro- 
pneumatically  operated.  Two  separate  doors  are  used 
for  tne  rear  platform  of  each  car,  one  for  exit  and 
the  other  for  loading.  The  forward  or  exit  door  is 
actuated   by   a  treadle,   while   the   rear   door   is  opened 


and  closed  by  a  street  fare  collector  and  is  used  for 
loading  at  points  of  heavy  traffic.  Since  the  cars  also 
are  designed  for  two-man  operation,  provision  has  been 
made  for  the  control  of  both  rear  doors  from  the  con- 
ductor's position.  The  switches  used  by  the  conductor 
and  fare  collector  also  are  mounted  on  the  panel. 

The  operator  cannot  release  the  treadle  door  until  a 
predetermined  pressure  exists  in  the  brake  cylinder,  and 
once  the  treadle  door  is  opened  the  air  brakes  cannot  be 
released  until  the  door  has  closed.  Also,  if  the  rear 
doors  for  any  reason  are  opened  while  the  car  is  in 
motion,  the  brakes  are  immediately  set  with  full  reservoir 
air  pressure, 

-^ 

Baltimore  Employees  Save  $9,000 

FIVE  years  ago  the  United  Railways  &  Electric  Com- 
pany of  Baltimore  told  its  employees  that  if  they 
would  place  their  orders  for  domestic  coal  with  it,  they 
con'd  get  the  benefit  of  the  minimum  rate  for  coal  which 
the  company  is  able  to  obtain  by  buying  in  large  quanti- 
ties and  by  paying  cash.  The  employees  are  permitted  to 
repay  the  company  for  their  coal  at  the  rate  of  75  cents  a 
ton  each  pay  day  until  the  account  is  settled. 

On  this  basis,  employees  have  been  purchasing  each 
year  from  6,000  to  8,000  tons  of  coal.  The  coal  pur- 
chased for  the  winter  which  has  just  passed  amounted  to 
7,800  tons,  and  for  the  previous  winter  8,189  tons.  On 
the  basis  of  the  25  cents  cash  discoimt  per  ton  which 
the  company  gets  and  passes  on  to  its  employees,  their 
aggregate  saving  during  the  five  years  has  been  $9,140.50. 


Treadle  duor  control  units  are  mounted  on  a  portable  panel  in  Kan!>a!>  City  for  the  instruction  of  maintenance  men  and  car  operators 


June  23. 1928 


ELECTRIC  RAILWAY  JOURNAL 


1035 


Maintenance  Methods  «wr/ Devices 


i^^E 


Bus  Wheel  Aligning  Gage* 

By  Charles  Herms 

General  Foreman  San  Diego  Electric 
Raihvay,  San  Diego,  Cal. 

WHEELS  of  the  San  Diego  Elec- 
tric Railway's  buses  are  aligned 
by  the  gage  shown  in  the  accompany- 
ing sketch.  This  was  built  of  odds 
and  ends  of  pipe  and  fittings  in  the 
shops.  Previously  a  standard  align- 
ment gage  was  used,  but  it  was  found 
unsatisfactory. 

To  check  the  bus  front  wheels  they 
first  are  jacked  up  until  they  are  clear 
of  the  floor,  and  the  vertical  |-in. 
I)ipe  is  adjusted  so  the  sharp-edged  disk 

f  cold  roll  steel 


the  periphery  of  the  tire  tread.  Some- 
times it  is  necessary  to  chalk  the 
treads  in  order  to  get  a  clear  mark. 

The  next  checking  is  with  the 
wheels  lowered  so  that  they  support 
the  bus  weight  as  in  normal  operation. 
The  disks  A  are  readjusted  until  they 
register  with  the  marks  on  the  treads 
of  the  two  wheels.  By  tightening 
the  thumb  screws  securely,  and  with- 
out moving  the  wheels,  the  gage  is 
taken  to  the  rear  side  of  the  front 
wheels  and  registered  with  the  marks 
on  the  tire.  By  measuring  the  varia- 
tion between  the  opposite  disk  and  the 


Bus  wheel  alignment  gage  used  by  the  San  Diego  Electric  Railway 


A  is  even  with  the  wheel  center  line 
E.  The  disk  A  should  then  be  ad- 
justed until  it  strikes  the  tire  as  near 
the  center  of  the  tread  as  possible. 
The  disk  A  is  mounted  firmly  on 
the  |-in.  cold  rolled  steel  rod.  With 
the  disk  bearing  lightly  against  the 
tire  the  latter  is  revolved  slowly. 
When  a  complete  revolution  has  been 
made  a  dark  line  will  be  noticed  on 


*Submitted  in  Electric  Railway  Jour- 
nal Prise  Contest. 


mark  on  the  tire  an  indication  as  to 
the  correctness  of  the  wheel  gage  is 
obtained.  If  the  marks  are  closer 
together  than  the  setting  of  the  gage 
it  indicates  that  the  wheels  are  toed 
out  and  should  be  readjusted.  This 
can  be  done  by  adjusting  the  cross- 
carrier  rod  wheels. 

Wheels  should  always  toe  in,  and 
the  correct  setting  is  between  \  and 
\  in.  toe-in  on  practically  all  types  of 
buses.  It  is  safe  to  assume  that  the 
first  ^  in.  toe-in  in  excess  of  \  in.  will 
decrease  the  tire  life  by  5  per  cent; 
\  in.  excess  will  decrease  the  tire  life 
20  per  cent.     An  excess  of  f  in.  will 


decrease  the  tire  life  40  per  cent,  and 
anything  over  that  will  cause  all  kinds 
of  complications.  Experience  has 
shown  that  the  best  way  to  check 
wheel  alignment  accurately  is  to  make 
the  measurements  directly  on  the 
tread  and  as  near  as  possible  at  the 
center  line  of  the  wheel. 


Truck  for  Handling  Car 

Wheels  and  Axles* 

By  Ed.  C.  Kelly 

Shop  Foreman  Eastern  Diznsion,   Virginia 

Public  Service  Company,  Hampton,  Va. 

PARTICULAR  value  attaches  to 
a  small  truck  for  handling  car 
wheels  or  axles  in  the  shops  of  the 
Virginia  Public  Service  Company, 
Hampton,  Va.  The  usual  method  of 
rolling  wheels  on  the  flange  requires 
considerable  skill  and  is  sometimes 
attended  with  danger  or  injury  to  the 
worker.  This  has  been  eliminated  and 
the  time  of  handling  has  been  reduced 
greatly  through  the  use  of  the  truck. 
The  wheels  of  the  truck  are  mounted 
wide  enough  to  straddle  a  car  wheel. 
When  the  handle  is  raised  the  lower 
member  of  the  frame  engages  the  hub 
of  the  wheel  to  be  handled  and  a  hook 
from  the  upper  member  is  placed  over 
the  rim.  With  the  handle  in  its  lower 
position  the  wheel  is  drawn  upward 
and  rests  in  a  balanced  position  so 
that  very  little  effort  is  required  to 
push  the  truck. 

With  the  addition  of  tongs  or 
hooks  as  shown  in  one  of  the  ac- 
companying illustrations  a  man  can 
handle  axles  very  easily.  Previously, 
three  or  more  men  were  needed. 


*Submitted  in  Electric  Railway  Jour- 
nal Prize  Contest. 


The  first  and  second  views  show  how  a  car  wheel  is  handled  by  means  of  the  truck, 
while  in  the  third  view  a  car  axle  is  in  position 


1036 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.2S 


Adjustable  Pit  Light* 

By  H.  S.  Williams 

Assistant    Superintendent     of    Equipment 

Department  of  Street  Railways, 

Detroit,  Mich. 

PIT  lighting  has  always  been  a  vex- 
ing problem.  The  scheme  pre- 
sented herewith  has  good  points.  Its 
object  is  to  throw  a  flood  of  light  up- 
ward to  illuminate  the  underside  of 
the  car  and  at  other  times  to  provide 
the  usual  form  of  pit  lighting. 

It  consists  of  a  series  of  five  lamps 
with  a  control  switch  placed  con- 
veniently. The  lamps  are  mounted  in 
a  reflector  which  is  guarded  on  the 
open  side  by  a  wire-mesh  screen  door. 
The  reflector  is  mounted  on  suitable 
brackets  and  arranged  to  rotate  upon 

*Submitted  in  Electric  Rah-Way  Jour- 
nal Prize  Contest. 


i»--'.'*-^.'.'.=.v-j  if^ 


.% 


Connections  for  adjustable  pit  light 


a  horizontal  axis.  This  allows  the 
fixture  to  be  turned  so  that  it  is  en- 
tirely out  of  the  way  when  not  needed 
and  may  be  pulled  out  as  desired  to 
throw  its  light  upward.  Two  such 
fixtures  will  completely  illuminate  the 
underside  of  a  double-truck  car. 


Better  Method  of  Lubricating 

Brake  Rigging  Needed 

By  Albert  M.  Thomas 
New  York.  N.  Y. 

IMPROVEMENTS  have  been 
made  in  the  material  and  construc- 
tion of  the  many  joints,  pins,  levers, 
rods  and  brackets  used  in  the  brake 
rigging  of  electric  cars.  Hardened 
steel  bushings  and  pins  are  quite  gen- 
erally used,  but  when  these  parts  are 
dismantled  at  a  general  truck  over- 
hauling, it  is  usually  found  that  the 
method  of  lubrication  has  not  proved 
eflFective.  Insides  of  joints  are  worn 
badly,  pins  are  grooved  and  cut  be- 
yond the  point  for  further  usefulness, 
and  the  wearing  surfaces  are  per- 
fectly dry  and  show  no  trace  of  the 
lavish  distribution  of  grease  which 
imears  the  outside  of  the  joints. 

There  are  two  important  reasons 
for  this  dryness.  First,  the  grease 
used  is  usually  heavy  and  sluggish  and 
lacks  the  penetrating  quality  neces- 
sary to  reach  the  parts  to  be  lubri- 
cated, and,  secondly,  the  heavy,  sticky 
grease  smeared  on  the  outside  of  the 
joint  accumulates  much  dust,  dirt  and 
grit  which  is  harmful  to  the  joints. 


^■^' it&-^-,Sr<-  ■•^' ■>t<-  >'-'•>!«!'■ -'-'J^'-->i     MS??aw6. 

C  ""■."'' '.*!*     V'*l        ;  .  galvanized ira 

f 1        ^  V;  I ■»  ^    I-; — =■, — T fi.'     ^ — -rr-i 


k-/*  Hinge  built  in  curl  of  shield  so/a/ered 

.M-X-^  — ^^^_^  to  screen  door 


Brachels  riveted 
to  shield  --^ 


diam.rod-' 


uj'  ..     galvanized  irvn-' 


i  wire  mesh  bound' 
withMo.22mG.  ' 
Clips  for  holding,       galranized  iron.--^ 


■Awire  in  place 


Details  of  adjustable  pit  light 


The  heavy  lubricant  used  is  necessary, 
due  to  the  design  of  the  joint,  and  the 
thick  coating  mixed  with  dirt  forms  a 
grinding  compound  rather  than  a 
lubricating  material.  This  also  forms 
a  thick  coating  through  which  addi- 
tional lubricant  cannot  penetrate  to 
get  to  the  vital  parts. 

A  method  which  has  proved  satis- 
factory, and  which  I  believe  merits 
wider  use,  is  illustrated  herewith. 
The  broken  cross-section  shows  a 
hole    drilled    along    the    longitudinal 


Fulcrum 

pin 

with 

holes 

provided 

(or 

lubrication 


center  of  a  fulcrum  pin.  Another 
hole,  or  several,  if  needed,  is  drilled 
so  as  to  lead  from  the  central  hole  to 
the  circumference  of  the  pin.  These 
holes  are  used  for  supplying  lubricant 
to  the  wearing  surfaces.  One  end  of 
the  pin  is  arranged  to  take  some 
standard  form  of  grease  fitting  or  is 
threaded  to  take  an  oil  or  grease  cup. 
Where  the  grease  cup  is  used,  the 
cover  is  screwed  on  and  fastened  with 
a  spring  clip  so  that  jarring  when  the 
car  is  in  motion  will  not  cause  it  to 
fall  off.  A  locknut  also  keeps  the  end 
nut  in  place. 

With  this  arrangement,  oiling  of 
the  various  parts  is  simplified  and  a 
thinner  type  of  lubricant  can  be  used 
to  advantage.  The  tendency  of  the 
oil  is  to  work  from  the  inside  of  the 
joint  to  the  outside,  and  this  is  of 
particular  value  in  connection  with 
the  type  of  joint  found  in  electric  car 
brake  rigging,  as  the  forcing  of  the 
lubricant  out  also  clears  the  wearing 
surface  of  any  dirt  or  grit  which 
may  accumulate,  keeping  the  surface 
clean  as  well  as  lubricated.  It  in- 
sures that  the  oils  reach  the  points 
where  they  are  needed  most  and  so 
adds  greatly  to  the  life  of  the  pins, 
rods,  brackets,  and  other  vital  partt 
of  the  present  brake  rigging  system. 


June  23, 192» 


ELECTRIC  RAILWAY  JOURNAL 


1037 


New  Equipment  Available 


Reciprocating  Grinder  Car 
for  Baltimore 

RAIL  corrugations  on  the  United 
Railways  &  Electric  Company, 
Baltimore,  Md.,  are  being  removed 
with  a  heavy-duty  reciprocating 
grinder  installed  in  a  car.  The 
grinder,  furnished  by  the  Railway 
Track-Work  Company,  Philadelphia, 
Pa.,  consists  of  two  units,  one  on  each 
rail.  Each  unit  operates  four  abra- 
sive bricks  4  in.  long,  10  in.  high  and 
3  in.  wide.  The  grinding  bricks 
reciprocate  on  the  rail  at  the  rate  of 
570  4-in.  strokes  per  minute.  Each 
unit  is  driven  by  a  10-hp.,  1,200  r.p.m. 
motor  connected  by  a  silent  chain  to 
the  crankshaft  of  the  grinder. 

The  reciprocating  grinder  was  in- 
stalled in  an  old  type  car.  All  seats 
were  taken  out  except  one  for  the 
workmen.  The  floor  was  removed  at 
the  center  of  the  car  and  lowered  to 
form  seats  for  the  two  operators, 
who  sit  back  to  back,  one  in  charge 
of  each  grinding  unit.  Within  reach 
of  each  man  are  all  controls  for  his 
unit.  These  include  switch,  start- 
ing rheostat,  lever  for  adjusting  water 
supply  and  a  megaphone  for  com- 
municating with  the  motorman.  A 
handwheel  controls  the  pressure  of 
the  bricks  on  the  rail  to  compensate 
for  brick  wear.  There  is  also  a  hand- 
wheel  for  controlling  the  wedge  which 
clamps  the  bricks  together. 

An  improved  feature  of  this  heavy- 
duty  reciprocating  grinder  is  that  the 
handwheels  are  stationary,  that  is, 
they  do  not  reciprocate  with  the  unit. 


This  makes  it  easier  for.  the  operators 
in  handling  the  work.  Provision  is 
made  in  the  car  for  carrying  the  sup- 
ply of  water  necessary  for  reciprocat- 
ing grinding,  500-gal.  having  been 
installed. 

The  great  advantage  of  reciprocat- 
ing the  bricks  of  a  grinder  car  instead 
of  merely  dragging  them  over  the 
track  has  been  shown  conclusively  in 
a  comparison  of  both  methods  made 
by   the  United    Railways  &   Electric 


Company.    In  addition  to  a  very  con 

siderable  saving  in  energy  the  recipro-    grinders  are  under  maximum  load. 


eating  method  also  does  its  work  with 
a  thoroughness  not  obtained  without 
reciprocation.  If  corrugations  are 
not  eradicated  completely  they  will  re- 
turn very  soon.  The  reciprocating 
grinders  in  the  car  may  be  operated  as 
slowly  as  may  be  required  to  finish 
its  Work  as  it  proceeds,  or  speeded 
up  to  accommodate  schedules  of  pas- 
senger cars  running  on  the  same 
track. 

If  necessary  to  slow  down  or  stop, 
in  order  to  grind  out  heavily  corru- 
gated spots,  this  car  can  do  it, 
whereas  the  drag  car  type  of  grinder 
cannot  stop  and  work  at  the  same 
time.  Standard  light-weight  railway 
motors  propel  this  car  even  when  the 


Interior  arrangement  of  grinder  car 


i 


At  left — An  operating  pit  is  devised  in  the  floor  for  convenience  of  the  operator.    At  right — Exterior  of  the  car 

showing  method  of  installing  grinding  equipment 


1038 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.25 


Oi 


Association  Activities 


=ff^^= 


Making  More  Efficient  Use  of  Existing 

Streets* 

By  John  A.  Miller,  Jr. 
Editor  "Aera,"  Associate  Editor,  Electric  Railway  Journal 


DELAYS  to  traffic  caused  by  street 
congestion  in  Greater  New  York 
are  resulting  in  an  annual  loss  of 
more  than  $540,000,000,  according  to 
recent  reliable  estimates.  This  sum  is 
$28,000,000  more  than  the  city's  budget 
in  1927.  Everybody  knows  that  traffic 
congestion  is  an  extremely  serious 
problem  but  perhaps  not  all  of  you 
have  had  time  to  analyze  the  causes 
of  congestion  and  the  merits  of  various 
plans  proposed  to  relieve  the  present 
situation. 

To  get  down  to  fundamentals.  What 
causes  traffic  congestion  ?  Are  there 
more  vehicles  in  the  streets  than  the 
present  roadway  area  can  accommo- 
date, or  is  there  something  wrong  with 
the  way  that  these  vehicles  are  being 
operated — that  is  to  say,  something 
wrong  with  the  way  the  operation  is 
being  regulated? 

From  numerous  personal  observations 
in  various  cities  I  am  thoroughly  con- 
vinced that  existing  roadwavs  are  ample 
to  take  care  of  the  present  traffic  if  its 
operation  is  properly  regulated.  In  no 
instance  that  I  know  of,  has  the  actual 
capacity  of  an  existing  street  been 
reached.  Fifth  Aventfe,  New  York 
City,  is  generally  considered  an  example 
of  extraordinarily  severe  congestion. 
Nevertheless,  it  would  be  entirely  pos- 
sible to  move  four  or  five  times  as  many 
vehicles  through  this  street  as  are  now 
using  it. 

At  present  in  the  afternoon  rush  hour 
the  north-bound  private  automobiles 
move  in  two  lanes  at  an  average  speed 
of  about  4  miles  per  hour.  There  is  no 
good  reason  why  they  should  not  move 
in  three  lanes  at  an  average  speed  of 
about  12  miles  an  hour.  This  has  been 
found  to  be  approximately  the  speed 
which  gives  a  maximum  capacity.  When 
the  speed  is  increased  beyond  this  the 
spacing  between  vehicles  is  also  in- 
creased so  that  no  gain  in  capacity 
results.  A  similar  increase  of  .sev- 
eral hundred  per  cent  in  the  traffic 
capacity  of  other  streets  could  easily  be 
accomplished. 

Entire  Roadway  Needed  for  Moving 
Traffic 

The  first  thing  that  is  needed  is  to 
use  all  the  available  roadway  for  moving 
traffic.  This  is  seldom  done  at  present. 
Parking  along  the  curb,  dumping  of 
building  material  in  the  roadway,  open- 

*Abstracl  of  a  paper  presented  at  a 
■meeting  of  the  Nnv  York  State  Electric 
Railway  Association,  Coney  Island,  N.  Y.. 
June  14-15.  1928. 


ing  up  of  pavement  and  other  similar 
obstructions  are  common  in  every  city. 

Many  retail  merchants  are  opposed  to 
any  restrictions  of  automobile  parking 
because  they  fear  it  will  injure  their 
business.  This  attitude  is  based  on  the 
misapprehension  concerning  the  means 
of  transportation  used  by  customers  to 
reach  their  stores.  Careful  checks  made 
of  nearly  500,000  customers  at  76  big 
stores  in  New  York,  Chicago,  Detroit, 
Cleveland,  Los  Angeles,  Baltimore  and 
other  cities  show  that  less  than  15  per 
cent  of  the  customers  came  by  private 
automobile.  The  proportion  was  about 
the  same  in  each  one  of  these  cities 
where  a  count  was  made. 

The  no-parking  restriction  in  the 
loop  district  of  Chicago  is  working  ex- 
tremely well.  Two  of  the  largest  retail 
stores  state  that  without  question  they 
Ijave  many  more  people  coming  to  their 
stores  by  private  automobile  today  than 
before  the  restriction.  Checks  made 
during  May  of  this  year  compared  with 
previous  counts  show  a  marked  increase 
in  the  number  of  automobiles  entering 
the  loop  district ;  the  increase  being 
14.1  per  cent  while  the  increase  in  auto- 
mobile registration  was  10.6  per  cent. 
This  is  in  spite  of  some  reduction  in 
business  activity  in  general.  Thus  it 
is  evident  that  elimination  of  parking 
does  not  decrease  the  usefulness  of  the 
streets  but  actually  increases  it. 

The  average  automobilist  appears  to 
believe  that  he  has  an  inherent  right 
to  park  his  automobile  in  the  public 
street.  This  is  a  fallacy.  The  streets 
were  created  primarily  to  permit  move- 
ment of  persons  and  vehicles.  This 
has  been  pointed  out  clearly  in  the  con- 
vincing window  posters  of  the  New 
York  Railways.  The  legal  principle 
involved  was  settled  more  than  100 
years  ago  when  Lord  Ellenborough, 
Chief  Justice  of  England,  stated  that 
"No  one  can  make  a  stable-yard  of  the 
king's  highway." 

While  parking  is  undoubtedly  the 
largest  single  factor  in  obstructing  a 
free  movement  of  vehicles  in  the  streets, 
other  factors  are  by  no  means  negligible. 
Loading  and  unloading  of  merchandise 
is  a  serious  obstacle  to  moving  traffic. 
Vans  u,sed  for  this  purpose  ordinarily 
back  perpendicular  to  the  curb,  or  at 
a  slight  angle,  and  thus  create  a  worse 
obstruction  than  does  a  parked  automo- 
bile. They  usually  remain  for  consid- 
erable periods.  The  cure  for  this- is  to 
require  that  such  loading  and  unloading 
be  done  at  night  or  that  it  be  done 
within  the  property  lines  of  the  build- 


ings. Either  of  these  plans  would  be 
more  expensive  than  the  present  prac- 
tice. The  seriousness  of  the  present 
situation  must  be  recognized,  however, 
and  people  must  be  willing  to  pay  a  con- 
siderable price  to  cure  it. 

Building  construction  is  a  serious 
obstruction.  Competent  engineers  have 
stated  that  there  is  no  real  reason  why 
building  materials  cannot  be  stored 
within  the  property  lines  during  con- 
struction. It  would  be  more  expensive 
and  less  convenient  than  to  store  them 
in  the  street  but  it  is  perfectly  possible 
and  should  be  done. 

The  public  utilities  themselves  are 
not  without  blame  in  the  matter  of 
creating  obstructions.  They  appear  to 
have  little  or  no  compunction  about 
opening  manholes,  or  even  the  pavement 
itself,  on  the  busiest  streets  during  the 
busiest  hours.  Electric  railways  some- 
times choose  such  occasion  to  repair 
their  tracks.  In  these  instances,  too,  it 
would  cost  more  money  to  do  the  work 
in  some  other  way,  but  so  long  as  these 
practices  continue  the  railways  are  in 
the  position  of  "the  pot  calling  the 
kettle  black"  when  they  criticize  the 
obstruction  to  traffic  created  by  others. 

Traffic   Should  Move   Faster 

While  the  use  of  the  entire  roadway 
area  of  existing  streets  will  contribute 
substantially  to  the  relief  of  conges- 
tion, it  is  equally  important  that  ad- 
vantage be  taken  of  every  possible 
means  of  moving  the  traffic  as  expedi- 
tiously as  possible.  Since  the  establish- 
ment of  traffic  control  lights  on  Fifth 
Avenue  in  1918  the  craze  for  signals 
of  this  kind  has  spread  all  over  the 
country.  Undoubtedly  such  signals  are 
a  good  thing  when  properly  used.  Un- 
fortunately, however,  a  large  number  of 
them  are  entirely  unsuited  to  the  condi- 
tions on  the  street  where  they  have  been 
installed.  A  study  of  the  proper  kind 
of  lights  and  the  best  way  to  operate 
them  is  an  imperative  need  at  the 
present  time. 

To  begin  with,  the  real  purpose  of 
installing  these  lights  should  be  de- 
termined. They  are  variously  credited 
with  speeding  up  traffic,  saving  police- 
men's wages,  and  preventing  accidents. 
Under  certain  circumstances  they  may 
do  any  of  these  things,  but  it  is  expect- 
ing too  much  to  think  that  all  three  can 
be  successfully  accomplished  by  one  set 
of  signals. 

Much  emphasis  has  been  laid  on  the 
thousands  of  dollars  saved  in  New  York 
City  by  replacing  traffic  policemen  with 
automatic  lights.  It  has  been  stated  by 
the  deputy  police  commissioner  in  charge 
of  traffic  that  when  the  program  now 
under  way  is  completed,  traffic  will  be 
controlled  mechanically  at  2,243  inter- 
sections in  the  city,  doing  the  work  of 
4,486  policemen.  He  is  optimistic 
enough   to   believe   that   traffic   will   be 


June  23, 1928 


ELECTRIC  RAILWAY  JOURNAL 


1039 


speeded  up  by  the  operation  of  these 
hglits.  Drivers  cf  automobiles,  how- 
ever, make  every  effort  to  avoid  using 
the  streets  on  which  these  lights  have 
been  inslaLed.  This  was  adnntted  when 
the  city  authorities  asked  for  an  ap- 
propriation to  increase  the  number  of 
installations.  It  was  stated  that  the 
purpose  of  extending  the  system  was  to 
prevent  drivers  from  escapmg  to  streets 
not  so  controlled. 

The  situation  was  well  described 
in  a  recent  editorial  in  the  Detroit 
News  which  said  that  when  a  senseless 
mechanical  contrivance  winks  its  illumi- 
nated eye  and  brings  to  a  halt  several 
hundred  vehicles  and  keeps  a  thousand 
or  more  people  waiting  while  the  clock 
ticks  off  the  allotted  time,  but  no  one 
wants  to  use  the  cross  street,  there  is 
reasonable  doubt  of  the  economy  of 
automatic  signals.  In  the  course  of  a 
year,  millions  of  people  are  incon- 
venienced and  minutes  totaling  the 
equivalent  years  are  wasted.  Is  it  worth 
while  to  save  the  wages  of  a  few  police- 
men and  produce  this  result  ? 

The  matter  of  accident  prevention  is 
more  difficult  to  analyze.  It  has  been 
stated  that  accidents  are  fewer  on 
streets  where  traffic  is  controlled  by 
automatic  lights.  Probably  that  is  true. 
To  what  extent  the  result  may  be  in- 
fluenced by  the  tendency  of  automobile 
drivers  to  use  other  streets  is  difficult 
to  determine.  In  any  event  there  is  no 
reason  to  suppose  that  unsatisfactory 
lights  will  prevent  accidents  more  effec- 
tively than  would  a  system  of  efficient 
lights.  On  the  contrary,  an  inefficient 
system  breeds  contempt  and  lack  of  ob- 
servance whereas  a  good  system  is  likely 
to  find  favor  with  the  drivers  of  vehicles 
and  will  encourage  observance  of  regu- 
lations. The  first  consideration  in  the 
installation  of  signal  lights,  therefore, 
should  be  to  expedite  traffic. 

Three  kinds  of  control  are  now  in 
general  use.  These  are :  ( 1 )  Syn- 
chronized signals  whereby  all  lights 
>how  green  for  a  given  period  and  then 
red  for  a  given  period,  (2)  the  wave  or 
platoon  system  whereby  all  lights  change 
at  the  same  time  but  alternate  signals 
or  groups  of  signals  give  different  in- 
dications— when  properly  arranged  this 
permits  continuous  movement  along  the 
street — and,  also,  (3)  the  co-ordinated 
lights,  such  as  have  been  installed  on 
certain  streets  in  Chicago  and  Cleve- 
land, carefully  adjusted  to  the  needs  of 
each  intersection. 

Engineering  opinion  is  practically 
unanimous  that  the  co-ordinated  system 
is  the  most  efficient  and  that  the  syn- 
chronous system  is  the  least  satisfac- 
tory. Apparently  the  chief  reason  for 
the  continued  use  of  synchronous  lights 
is  a  kind  of  local  pride  which  refuses  to 
profit  by  the  experience  of  other  cities. 
Co-ordinated  lights  are  expensive  to  in- 
stall and  some  cities  cannot  afford  them. 
Excellent  results,  however,  can  be  ob- 
tained with  the  platoon  system,  as  shown 
by  the  experience  of  Sixteenth  Street  in 
Washington,  D.  C,  where  the  average 
speed  of  vehicles  is  somewhat  more  than 
20  miles  per  hour.  No  general  rule  can 
be  laid  down  for  the  installation  of  traffic 
signals,  but  it  is  of  the  highest  imoor- 


iance  that  the  system  used  be  adapted 
to  the  needs  of  the  particular  situation. 
-Municipal  authorities  must  not  think 
when  they  have  installed  traffic  control 
lights  that  they  have  done  everything 
possible  to  relieve  congestion.  They 
must  install  the  right  kind  of  lights, 
something  that  a  great  many  cities,  in- 
cluding New  York,  have  failed  to  do. 

Despite  all  the  measures  that  may  be 
adopted  to  increase  the  efficiency  of 
traffic  movement,  hiwever,  the  capacity 


of  the  streets  will  never  be  sufficient  to 
accommodate  everybody  in  his  own  pri- 
vate automobile.  As  a  matter  of  fact 
there  are  many  people,  even  today,  who 
do  not  own  automobiles,  and  there  are 
many  who  do  cwn  them,  but  do  not 
want  to  use  them.  Public  transporta- 
tion is,  and  will  remain,  a  vital  neces- 
sity in  every  urban  community.  The 
agencies  which  furnish  public  trans- 
portation will  benefit  by  anything  that 
improves  general  traffic  conditions. 


Increasing  the  Capacity  of  a  Street  System* 


By  Hawley  S.  Simpson 

Traffic  Eixgincer,  Essex  County,  N.  J. 


PASSENGER-CARRYING  capacity 
of  a  street  system  may  be  increased 
by  two  general  methods ;  that  is,  by 
actual  adding  to  ( 1  )  the  street  area,  and 
(2)  by  makir.g  the  most  efficient  use  of 
existing  facilities. 

The  first,  and  obvious  way,  is  the 
plan  on  which  the  attention  of  the  public 
can  be  most  easily  focused,  and  vision- 
ary schemes  of  multi-level  cities  of  the 
future  have  become  the  vogue  in  Sun- 
day supplements.  It  is  extremely 
doubtful  that  such  plans  provide  the  ulti- 
mate solution,  and  in  congested  centers 
are  economically  prohibitive  except  in 
very  exceptional  cases. 

Experience  has  shown  that  construc- 
tion of  new  roadways,  whether  elevated 
or  otherwise,  rather  than  relieving  con- 
gestion has  the  effect  of  attracting  ad- 
ditional motor  vehicles,  until  a  balance 
point  of  equal  congestion  is  again 
reached.  Jefferson  Avenue  in  Detroit 
is  the  heaviest  traffic  street  entering  the 
business  district.  Two  parallel  streets 
were  narrow  and  poorly  paved  in  1924. 
One  was  widened  and  repaved  between 
1924  and  1925.  Traffic  in  and  out  of 
the  central  business  district  increased 
about  11  per  cent  in  1925  over  1924. 
Traffic  on  Jefferson  Avenue  decreased 
3  per  cent,  indicating  a  net  decrease 
from  the  normal  expected  traffic  of 
about  13i  per  cent.  Traffic  on  the  re- 
paved  street  increased  670  per  cent,  and 
the  net  increase  on  the  three  streets  was 
27  per  cent,  almost  2i  times  the  increase 
for  the  entire  district.  Following  the 
improvement  2,600  more  motor  vehicles 
were  driven  into  the  downtown  district 
and,  instead  of  relieving  congestion, 
actually  made  a  bad  condition  worse. 

Realizing  that  construction  of  elevated 
roadways  and  new  highways  in  business 
centers  is  in  general  of  questionable 
economic  value,  attention  must  then  be 
directed  towards  the  second  and  more 
immediately  available  method  of  relief, 
that  of  using  to  maximum  capacity  that 
which  we  now  possess.  The  city  of 
Chicago  probably  presents  as  good  an 
example  of  the  two  methods  of  attack 
as  exists  anvwhere.  Wacker  Drive, 
costing  $22,000,000  for  less  than  i  mile 
of  construction,  will  probably  not  have 


*Discussion  of  a  patter  presented  at  a 
mectinci  of  the  Ne%v  York  Electric  Railway 
Association,  Coiie\  Island,  A'.  V.,  June 
14-15,  1928. 


the  beneficial  effect  that  the  co-ordinated 
signal  system  and  no-parking  regula- 
tions in  the  downtown  district  have  had. 
Yet  the  latter  two  improvements  cost 
comparatively  little  and  are  little  known, 
while  the  former  is  known  the  world 
over. 

Of  all  the  unnecessary  street  obstruc- 
tions probably  none  is  so  detrimental 
to  a  fluid  movement  of  traffic  as  curb 
parking,  although  terminals  of  some  sort 
are  a  necessity  in  fulfilling  the  act  of 
transportation. 

To  analyze  better  the  parking  prob- 
lem, vehicles  stopped  at  the  curb  may 
be  divided  into  three  general  classes, 
defined  as  follows : 

1.  Loading  vehicle — A  standing  ve- 
hicle engaged  in  the  process  of  expedi- 
tiously receiving  or  discharging  pas- 
sengers or  merchandise. 

2.  Parked  vehicle^A  vehicle  (ex- 
cepting loading  vehicles)  standing  not 
longer  than  a  reasonable  period. 

3.  Stored  vehicle — A  vehicle  (except- 
ing loading  vehicles)  standing  longer 
than  a  reasonable  period. 

What  constitutes  a  "reasonable  pe- 
riod" has  been  quite  definitely  fixed  at 
one  hour  for  the  average  business  dis- 
trict. Surveys  have  been  made  by  the 
United  States  Department  of  Commerce 
which  indicate  that  more  than  90  per 
cent  of  all  retail  shopping  trips  can  be 
concluded  within  one  hour,  which  fixes 
quite  definitely  the  dividing  line  be- 
tween parked  and  stored  vehicles. 
Shorter  periods  are  difficult  of  enforce- 
ment, longer  periods  are  proved  un- 
necessary and,  eliminating  considera- 
tion of  exceptional  conditions,  vvhen  and 
where  parking  is  to  be  allowed  it  should 
not  be  for  a  period  exceeding  one  hour. 

Surveys  of  business  districts  will  re- 
veal areas  in  which  parking  is  no  detri- 
ment to  traffic  and  may  be  a  benefit  to 
business,  and  again,  there  certainly  are 
areas  in  which  I  would  absolutely  pro- 
hibit even  stopping  for  loading  and  un- 
loading during  morning  and  evening 
rush  hours. 

The  street  is  primarily  designed  for 
moving  traffic,  but  where  loading  and 
parking  do  not  interfere,  they  both  be- 
come legitimate  uses  of  street  space. 
Upon  the  most  heavily  traveled  arteries 
it  is  becoming  necessary  during  rush 
hours  to  absolutely  prohibit  loading  and 
unloading  of  both  passengers  and  mer- 
chandise.     Passengers    niav    use    side 


1040 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  N 0.25 


streets  during  these  hours,  merchandise 
delivery  schedules  must  be  arranged  for 
other  hours,  heavy  freight  may  be  more 
economically  handled  at  night,  and  light 
deliveries  may  be  made  during  slack 
daytime  hours'.  During  the  remainder 
of  the  business  day,  loading  or  unload- 
ing may  be  allowed  in  the  center  of  the 
block,  the  no-stopping  provision  remain- 
ing in  effect  for  a  distance  sufficiently 
far  from  the  intersection  to  permit  full 
use  of  the  street  at  the  critical  point. 

Rush  hour  regulations  on  medium 
traffic  streets  would  be  similar  to  slack 
hour  regulations  on  the  first  mentioned 
street,  no  stopping  being  permitted  near 
intersections  and  loading  and  unload- 
ing allowed  only  in  the  center  of  the 
block.  During  the  base  period  of  the 
day,  when  traffic  does  not  require  the 
full  paved  width  of  the  street,  one-hour 
parking  could  be  allowed  in  the  block, 
loading  and  unloading  being  allowed 
only  near  intersections. 

There  are  few  really  light-traffic 
streets  in  present-day  business  districts, 
but  cul-de-sacs,  streets  only  one  or  two 
blocks  in  length,  and  similar  streets  hav- 
ing none  of  the  characteristics  of 
through  or  major  feeder  streets,  do  not 
require  as  stringent  treatment  as  do 
streets  carrying  heavy  traffic,  and  no- 
parking  restrictions  are  neither  neces- 
sary, obeyed,  nor  enforced.  On  such 
streets  it  is  permissible  to  allow  one- 
hour  parking,  reserving,  however,  a 
certain  space,  either  near  the  intersec- 
tion or  in  the  center  of  the  block,  for 
loading  and  unloading. 

Street  storage  in  any  business  dis- 
trict should  never  be  permitted,  and  this, 
rather  than  legitimate  parking,  is  largely 
responsible  for  double  parking.  Although 
the  connection  is  not  at  first  apparent, 
storing,  as  defined  herein,  is  responsible 
for  much  unnecessary  street  traffic.  In 
a  survey  of  Detroit's  business  district. 
22  per  cent  of  all  curb  cars  were  stored, 
and  by  virtue  of  their  longer  time  at 
the  curb  (averaging  three  hours  and 
four  minutes)  pre-empted  over  60  per 
cent  of  the  curb  space.  Parked  cars 
(averaging  37  minutes)  never  exceeded 
50  per  cent  of  the  available  parking  space. 
But  the  maximum  momentary  curb  load 
was  25  per  cent  in  excess  of  available 
curb  spaces  and  standing  cars  exceeded 
curb  space  6i  hours  of  the  nine  hours 
from  8  a.m.  to  5  p.m.  It  is  this  25  per 
cent  shortage  in  curb  space  that  was 
responsible  for  the  illegal  and  double 
parking,  when  the  number  of  cars 
actually  parked  at  any  one  time  would 
have  occupied  but  half  the  available 
space. 

In  two  locations  in  Detroit,  one  in 
the  hotel  and  one  in  the  retail  shopping 
district,  in  one  case  20  per  cent,  and 
in  the  other  case  35  per  cent  of  all 
traffic  consisted  of  empty  private  cars 
passing  the  same  point  twice  or  more, 
the  maximum  being  reached  by  one 
empty  car  which  passed  the  same  point 
24  times  in  33  minutes.  At  one  of  the 
locations  ten  private  cars  averaged  131 
trips  past  the  same  point,  producing 
thirteen  times  the  traffic  that  would  have 
resulted  if  curb  parking  space  had  been 
available. 


All  of  this  is  due  mainly  to  street  stor- 
age, elimination  of  which  requires  first 
that  enforcement  be  made  more  rigid, 
and  second  that  sufficient  storage  gar- 
ages be  constructed  to  handle  the  long- 
time parker.  Construction  of  storage 
garages  will  follow  as  a  natural  sequence 
to  rigid  enforcement  and  not  before. 
Free  street  space  is  like  a  colored  fly  to 
a  hungry  trout,  it  may  hurt  if  caught, 
but  the  chance  seems  worth  the  try. 

If  traffic  surveys  prove  as  they  did 
in  Detroit  that  street  storage  is  a  con- 
tributory cause  of  congestion,  then  such 
a  city  can  well  afford  to  employ  suffi- 
cient police  to  rigidly  and  impartially 
enforce  these  regulations.  When  this  is 
accomplished  it  is  certain  that  no-park- 
ing areas  can  be  extended  to  include  all 
the  heavy  and  secondary  arteries.  Such 
parking  space  as  remains  will  not  be  a 
deterrent  to  moving  traffic,  but  will  be 
sufficient  for  the  normal  needs  of  the 
city. 

Signals  Often  Hinder  Tr.\ffic 
Movement 

It  may  seem  strange  to  class  electric 
traffic  signals  under  the  head  of  ob- 
structions to  traffic  flow,  but  in  many 
cases  they  may  be  described  as  "nothing 


COMING  MEETINGS 

OF 

Electric  Railway  and 
Allied  Associations 

June  25-29 — American  Institute  of 
Electrical  Engineers,  summer  con- 
vention. Cosmopolitan  Hotel,  Denver, 
Col. 

June  27-2S — Motor  Bus  Division, 
American  Automobile  Association, 
annual  meeting.  Hotel  Gibson,  Cin- 
cinnati, Ohio. 

June  28-29— CentnX  Electric  Rail- 
way Association,  Cedar  Point,  Ohio. 

July  *-/2— Public  Utilities  Adver- 
tising Association  and  International 
Advertising  Exposition,  Detroit,  Mich. 

JtUy  12—Nevi  York  Railroad  Club, 
annual  outing,  Indian  Point,  N.  Y. 

July  13 — A.B.R.A.  Executive  Com- 
mittee on  yacht  "Florida,"  New 
York,  N.  \. 

July  18-20 — American  Society  of 
Civil  Engineers,  annual  convention, 
Buffalo,  N.  Y. 

July  /9-2/— Pacific  Claim  Agents' 
Association,  annual  convention,  San 
Diego,  Cal. 

y«/ji  25-27— Electric  Railway  Asso- 
ciation of  Equipment  Men,  Southern 
Properties,  Cincinnati,  Ohio. 

July  27-2*— Central  Electric  Rail- 
way Accountants'  Association, 
Detroit,  Mich. 

Aug.  /<-/7  —  Wisconsin  Utilitiei 
Association,  Transportation  Section, 
Sheboygan,  Wis. 

SEPT.  22-28,  1928 
American  Electric  Railway 
Association,  47th  annual  con- 
vention  and  exhibit,  Cleve- 
land, Ohio. 


else  but."  The  use  of  automatic  traffic 
signals  is  becoming  more  and  more 
prevalent  among  congestion-gripped 
cities  in  an  attempt  to  remedy  e.xisting 
conditions,  and  to  relieve  a  top-heavy 
budget. 

At  their  best,  traffic  signals  are  not 
remedies,  but  only  palliatives,  and  in 
many  instances  have  failed  to  be  of  any 
benefit,  having  even  further  obstructed 
already  impeded  traffic.  Unfortunately 
for  traffic  signalling,  saving  in  police- 
men's salaries  has  in  many  cases  been 
the  prime  objective  to  be  attained,  all 
considerations  of  increased  safety  and 
expedition  of  traffic  movement  being 
relegated  to  the  discard.  Four-way  over- 
head installations  using  synchronous 
control  were  at  one  time  standard  prac- 
tice and  because  of  their  prevalence  ] 
many  communities  continue  to  erect 
such  signals  without  having  given  the 
subject  of  a  great  deal  of  attention.  The 
layout,  construction  and  operation  of  a 
modern  traffic  signal  system  is  not  a 
job  for  which  the  average  police  official 
is  fitted.  Resort  is  had  to  the  advice 
of  an  engineer  employed  by  a  signal 
manufacturer  who,  because  of  his  con- 
nections, is  not  fitted  to  give  impartial 
advice,  nor  does  he  have  the  facilities 
to  make  the  necessary  field  surveys.  No  | 
traffic  signal  system  should  ever  be  in- 
stalled without  an  intensive  survey  to ' 
determine  its  necessity,  and  when  this 
is  done  signals  can  be  of  real  value. 

It  can  be  shown  that  for  an  average 
street  layout  the  synchronous  system  of 
control  will  pass  less  than  50  per  cent 
of  the  capacity  of  the  street  provided  all 
grades  were  separate.  "Wave"  or 
"staggered"  systems  are  little  better  and 
will  pass  no  more  traffic,  but  because 
traffic  can  be  kept  moving  have  a  Iiigher 
efficiency  in  the  motorist's  mind.  How- 
ever, this  type  of  installation  has  been 
abused,  and  because  of  its  inherent  in- 
ability to  allow  more  than  one-half  of 
the  total  cycle  to  the  heavier  traveled 
street,  severely  penalizes  the  major  por- 
tion of  traffic,  while  allowing  unneces- 
sary time  for  relatively  unimportant 
cross  streets.  Where  cross  street  and 
main  street  traffic  are  about  equal,  such 
a  system  is  fairly  valuable.  But  it  must 
be  remembered  that  this  type  of  control 
is  actually  progressive  only  for  a  por- 
tion of  the  vehicles  passing  a  given 
signal.  If  signal  colors  are  reversed 
every  two  blocks,  only  the  first  half  of 
a  group  of  vehicles  can  pass  the  system 
without  stopping,  when  three  signals  are 
tied  together  only  one-third  can  pass, 
with  four  only  one-quarter,  and  so  on. 
It  is  such  a  simple  operation  to  trans- 
form a  synchronous  system  to  the  wave 
type  that  the  change  is  often  overdone. 
Wherever  more  than  two  signals  show 
similar  colors,  I  fully  believe  synchro- 
nous would  be  preferable,  although  in  a 
large  area  where  both  north  and  south 
and  east  and  west  streets  are  controlled 
by  the  "stagger"  system,  a  three-block 
"stagger"  might  be  better  than  synchro- 
nous operation  over  the  whole  area. 

There  is  no  question  but  that  on  prac- 
tically all  street  systems,  a  co-ordinated 
or  "flexible  progressive"  system  has  ad- 
vantages  which   no   other   control   has. 


June  23, 1928 


ELECTRIC  RAILWAY  JOURNAL 


1041 


and  such  installations  as  now  exist  are 
ample  proof  of  this  conclusion.  During 
the  past  year  it  has  become  possible  to 
install  a  co-ordinated  system,  using  ap- 
paratus manufactured  lay  at  least  four 
reputable  concerns,  at  a  cost  exceeding 
by  little,  if  any,  the  simplest  kind  of  a 
synchronous  system.  This  is  not  the 
type  used  in  the  loop  district  in  Chicago 
which  involves  a  complicated  central 
station,  but  an  installation  with  timers 
at  every  intersection  controlled  by  a 
simple  impulse  timer  at  a  central  point. 
The  latter  does  not  have  the  instan- 
taneous flexibility  of  the  Chicago  instal- 
lation, but  it  provides  a  reasonable  flex- 
ibility to  the  extent  actually  used  in 
Chicago. 

Beyond  this  point,  a  co-ordinated  sys- 


tem of  somewhat  less  flexibility  not  quite 
so  easily  controlled  nor  so  fool-proof 
in  operation,  is  available  at  less  cost 
than  the  synchronous,  and  experimental 
work  has  been  completed  on  a  control 
apparatus  superior  to  any  now  existant 
and  which  promises  to  be  less  expensive. 
If  you  railway  men,  who  are  vitally 
concerned  in  the  type  of  signal  system 
which  is  adopted,  are  confronted  with 
the  "can't  afford  it"  story,  you  should 
be  in  a  position  to  call  the  bluff  and  to 
prove  the  economic  superiority  of  the 
best.  What  is  most  important  of  all, 
insist  upon  having  the  best  of  engineer- 
ing study  given  to  the  local  problem, 
rather  than  be  content  with  opinions  of 
manufacturers  who  are  both  the  consult- 
ing engineers  and  the  contractors. 


Selection  of  Men  As  It  Affects  Service' 

By  Dr.  C.  P.  Segard 

Assistant  Secretary  Third  Avenue  Railway 
New  York,  N.  Y. 


tIKE  many  other  of  our  industries,  the 
-/street  railway  has  given  more  of  its 
attention  to  equipment  and  operation 
than  it  has  to  the  most  important  factor 
in  its  growth  and  success,  man  power. 
In  the  first  place  man  power  is  the  most 
expensive  part  of  any  organization. 
Steam  railroads  pay  out  41  per  cent  of 
their  income  in  wages,  street  railways 
around  50  per  cent.  This  fact,  if  no 
other  existed,  should  show  how  impor- 
tant man  power  really  is. 

A  purchasing  agent  recently  told  me 
how  he  selected  the  galvanized  buckets 
for  his  company.  There  were  twenty  to 
thirty  points  about  a  bucket  that  he 
considered  important.  Before  making  a 
selection  the  sample  bucket  was  thor- 
oughly inspected.  Do  we  pay  that  much 
attention  to  the  selection  of  men  ?  Some 
companies  have  purchased  more  than 
one  make  of  bus  for  there  are  different 
conditions  under  which  they  must  be 
operated.  In  making  a  selection,  every 
expert  of  any  one  particular  part  of  the 
bus  equipment  passed  judgment.  Hours 
were  spent  in  determining  the  type  and 
kind.  Yet  it  was,  in  the  last  analysis, 
worthless  without  the  human  element 
selected  to  run  it. 

Man  Power  Determines  Production 
AND  Service 

Machine  production  is  a  predeter- 
mined amount  and  it  runs  close,  whereas 
man  power  is  not  so  certain.  A  man  is 
selective  with  regard  to  tools,  material 
and  action,  whereas  a  machine  has  no 
such  function.  But  there  is  another 
point  of  likeness  and  a  point  of  dif- 
ference that  is  even  more  important. 
Before  you  buy  a  $5,000  piece  of 
machinery  you  look  over  the  entire 
competitive  field  before  you  make  your 
selection.  The  choice  finally  rests  on  the 
one  that  you  and  your  associates,  who 
professionally  know  that  particular  line, 
believe  to  be  best  suited  to  the  purpose. 

*Abstract  of  a  paper  presented  at  a  meet- 
ing of  the  New  York  State  Electric  Rail- 
way Association,  Coney  Island,  N,  Y.,  June 
14-15.  1928. 


Delivery  is  effected,  the  machine  pro- 
tected, foundations  laid,  machine  tried 
out  and  watched  for  weeks.  Frequently 
it  is  polished  and  dusted,  oiled  more 
frequently  than  necessary  and  shown  to 
visitors  as  class  A  exhibit  of  the  com- 
pany. Not  one  quarter  of  this  attention 
is  usually  given  to  an  employee  who 
renders  more  service,  if  efficient;  costs 
more,  if  inefficient,  and  may  be  replaced 
by  another  individual  about  whom  we 
know  nothing. 

There  have  been  changes  in  the 
growth  and  development  of  the  study 
of  human  beings.  There  have  been 
discoveries  in  the  sciences  of  medicine, 
psychology,  sociology  and  economics. 
Just  as  we  have  kept  abreast  of  the  new 
in  the  electrical,  mechanical  and  oper- 
ating field,  so  we  must  keep  abreast  of 
the  new  in  the  study  of  man  at  work. 
There  is  much  that  is  new  in  this  field 
not  being  used  generally.  While  the 
industry  has  had  40  years  of  growth 
and  improvement,  only  the  last  ten  have 
been  used  in  improving  the  human  rela- 
tions. Not  that  we  are  30  years  behind, 
but  rather  that  we  have  been  slow  to 
use  the  improvements  offered  in  this 
field.  Too  often  have  we  been  content 
with  the  present.  It  is  characteristic 
that  the  fads  we  knew  so  well  30  years 
ago  are  but  tradition  and  opinion  today. 
Some  continue  to  live,  yet  the  reason 
for  their  living  has  been  lost  or  died 
of  old  age. 

In  the  field  of  human  relations  policy 
must  change  because  of  other  changes. 
Production  requirements  and  machinery 
have  so  split  up  and  simplified  jobs  that 
the  semi-skilled  learn  in  a  few  weeks 
a  part  of  a  job  formerly  done  by  jour- 
neymen. For  that  mass  production  job 
he  earns  greater  economic  independence 
and  more  leisure.  Regardless  of  what 
is  preferred  you  must  adapt  yourself  to 
the  present  situation.  Public  policy  and 
the  public  have  changed. 

To  adapt  ourselves  to  this  situation  we 
must  know  something  of  the  human  be- 
ing himself.  For  it  is  just  repeating  the 
trial  and  error  method  to  do  something 


because  some  one  else  does  or  because 
it  sounds  well.  Reasoning  is  requirea 
in  the  field  of  human  activities  as  else 
where.  There  is  a  great  deal  of  re- 
search available.  Medical  science  has 
shown  how  to  prevent  disease  and  in- 
crease our  vitality.  Sociology  has  shown 
us  the  close  relation  between  the  home 
conditions  and  the  employee's  work. 
Psychology  has  shown  us  better  meth- 
ods of  selection  and  training.  We  should 
be  in  touch  with  these  improvements  in 
man  power  just  as  much  as  we  are  in 
touch  with  the  electrical,  mechanical 
and  operation  improvements. 

In  the  field  of  human  relations,  both 
industrial  and  public,  there  should  be 
co-operation  for  the  reason  that  all  de- 
partments are  involved.  Public  rela- 
tions are  absolutely  and  definitely  de- 
pendent on  your  industrial  or  employee 
relations. 

Methods  in  the  selection  of  men  for 
a  specific  purpose  are  becoming  more 
scientific  because  we  know  more  about 
them.  One  of  the  first  problems  we 
face  is  modern  selection  of  employees 
and  1900  reception.  In  other  words, 
though  selection  may  be  modern,  the 
supervisory  force  may  still  be  using 
methods  of  twenty-odd  years  ago  in 
fitting  the  employee  into  the  job.  Both 
should  improve  equally. 

Choosing  Employees 

The  selection  of  an  employee  for  any 
job,  from  unskilled  to  skilled,  should  not 
rest  on  the  decision  of  any  one  person. 
This  has  been  proved  very  often.  No 
one  individual,  whether  he  be  physician, 
psychologist,  instructor  or  employment 
superintendent  should  ever  alone  make 
the  rejection  in  cases  of  doubt.  The 
physician  can  reject  the  weak  heart, 
the  psychologist  the  idiot,  the  superin- 
tendent the  ignorant,  but  in  doubtful 
cases,  weight  should  be  given  to  each 
factor.  For  it  is  from  that  doubtful 
group  that  the  semi-skilled  are  found 
and  in  that  group  are  the  permanently 
loyal,  with  its  corresponding  low  labor 
turnover. 

We  are  selecting  men  with  three 
points  in  clear  view :  ( 1 )  Those  we 
believe  are  capable  of  doing  the  job  of 
operating  a  trolley  or  bus;  (2)  those 
we  believe  will  appreciate  the  necessity 
of  service  with  safety;  and  (3)  those 
that  will  make  pleasing  contacts  with 
passengers. 

As  to  the  first,  physical  ability  to  do 
the  particular  job  is  easily  determined. 
As  to  mental  ability,  it  is  just  as  well 
to  pause  a  moment  and  take  stock.  Se- 
lection on  this  point  has  been  a  matter 
of  decision  by  interview.  It  is  today  in 
many  quarters  wholly  governed  by  one 
interview.  In  many  cases  it  is  sufficient, 
but  some  believe  that  one  interview  is 
not  enough.  In  addition,  the  free  use 
of  such  material  as  various  sciences 
have  to  offer  in  selection  is  slowly  being 
adopted. 

As  to  the  second,  we  have  tried  to 
determine  what  human  factors  lead  to 
accidents  in  order  not  to  select  men 
with  those  factors.  These  factors  are 
emotional  instability,  certain  physical 
defects  and  age.    Fisher  groups  eight 


1042 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.25 


types  of  minds  of  the  average  individual 
as  causes  of  accidents.  These  are 
puzzled,  misguided,  stubborn,  involun- 
tary, diverted,  physical,  tired,  and 
troubled.  To  these  we  may  add  thosf 
types  that  are  obviously  abnormal.  Il 
these  types  are  permanent  in  the  indi- 
vidual, the  interview  or  the  interview 
plus  the  period  of  training,  may  reveal 
the  condition.  To  find  them  in  a  group 
of  applicants  is  not  always  easy  and 
requires  experience,  observation  and  co- 
operation with  other  interviewers.  I 
may  as  well  admit  here  as  anywhere 
that  I  favor  the  training,  no  matter  how 
brief,  of  all  new  employees  in  this  in- 
dustry. 

Importance  of  Courtesy  Not 
Always  Appreciated 

The  third  point — that  of  courtesy  in 
contacts  with  the  passenger — is  more 
important  than  we  recognize.  Your 
conductors,  motormen  and  bus  oper- 
ators are  each  in  daily  contact  with 
hundreds  of  passengers.  Most  passen- 
gers will  not  notice  particularly  a  cour- 
teous, thoughtful  agent  of  the  public 
utility — ^but  let  him  become  crabbed,  dis- 
gruntled, or  in  the  slightest  degree 
disagreeable,  and  every  passenger  will 
immediately  side  against  him.  Not  only 
against  him  but  against  every  employee 
of  that  utility  and  sometimes  it  reflects 
on  every  employee  of  every  utility  con- 
cerned. Good  contact  men  are  an  asset 
to  any  business  and  this  is  especially 
true  of  the  street  railway  industry. 
Facing  a  rubber  competition,  by  individ- 
ual  car,   as   well   as   bus,    it   must   not 


only  preserve  its  customers  but  secure 
new  ones. 

In  cities  of  any  size  it  must  go  after 
the  short-haul  group.  In  my  opinion 
this  group  is  not  only  essential  but  it  is 
there  for  the  asking.  Just  as  the  five 
and  ten-cent  store  entered  a  field  where 
all  the  wise  ones  predicted  failure,  so 
the  trolley  can  continue  to  serve  as  the 
economic  mode  of  transportation.  Just 
as  the  five  and  ten  have  made  it  easy 
to  shop  in  their  store,  so  the  contact 
men  must  make  it  easy  and  pleasant  for 
the  short-haul  riders.  It  must  be  re- 
membered that  the  short  haul  has  a 
wide  variety  of  choice  and  you  want 
him  to  be  your  customer.  Why  do  I 
go  to  one  store  in  preference  to  another 
when  the  goods  and  prices  are  almost 
the  same  ?  Service  and  the  attitude  of 
those  who  serve.  We  do  not  lose  the 
short  haul  because  of  inconvenience, 
waiting,  or  lack  of  comfort ;  not  at  all. 
He  has  to  put  up  with  inconveniences 
when  he  walks  or  taxis.  If  he  is  treated 
as  though  he  were  a  necessary  incon- 
venience by  the  company's  representa- 
tives, he  walks.  If  the  contact  man  of 
the  public  utility  is  going  to  make  the 
prospective  customer  feel  as  though  he 
were  being  favored,  he  will  not  want  to 
ride.  He  does  not  wish  to  be  irritated, 
spoken  to  in  a  disrespectful  manner  or 
treated  in  a  way  that  interferes  with 
his  customer  attitude.  I  am  fully  con- 
vinced that  the  short-haul  business  be- 
longs to  the  steel  or  steel  mode  of 
transportation  if  the  customer-salesman 
attitude  of  new  business  is  present  on 
our  lines. 


Lack  of  Progress  in  Car  Cleaning 

By  Hugh  Savage 
Superintendent  of  Equipment  Brooklyn  City  Railroad,  Brooklyn,  N.  Y. 


* 


VEHICLES  must  be  kept  well 
painted  in  attractive  colors,  and 
unless  they  are  kept  exceptionally 
clean  both  inside  and  out  they  will 
cease  to  attract  patrons.  It  is  necessary 
to  provide  for  daily  washing  of  the  ex- 
terior, thorough  sweeping  and  dusting 
the  interior,  cleaning  the  windows  and 
lamp  globes  each  day  and  giving  the  in- 
side of  cars  a  general  cleaning  at  regu- 
lar and  frequent  intervals  before  we  can 
say  that  we  are  not  lacking  of  progress 
in  car  cleaning  methods.  After  all  this 
is  done  we  still  lack  perfect  methods. 

There  is  no  more  effective  form  of 
advertising,  nothing  which  will  do  more 
to  create  a  desire  to  ride,  than  clean 
cars.  All  the  fancy  upholstery,  bucket 
seats,  swivel  chairs,  mosaic  floors  and 
fancy  trimmings  that  can  be  installed 
cannot  compen.sate  for  dirty  floors, 
■  dusty  and  dirty  walls  and  window  cap- 
ping, dirty  windows  and  lighting  fix- 
tures or  an  accumulation  of  gum  and 
candy  wrappings,  newspapers,  transfers, 
etc.,  in  the  car. 

In  order  to  have  clean  and  inviting 
cars  during  the  ofif-peak  hours,  which 

*  Abstract  of  a  paper  presented  at  a  meet- 
ing of  the  New  York  State  Raikvay  Asso- 
ciation, Coney  Island,  N.  Y.,  June  14-15, 
1928. 


is  the  time  during  which  we  all  are  try- 
ing to  encourage  more  people  to  ride,  it 
is  necessary  that  cars  be  given  some 
cleaning  after  the  morning  ru.sh  hour. 
In  addition  to  this,  cars  should  receive 
a  daily  cleaning  inside  and  outside  and 
have  all  glass  cleaned.  This  should  be 
done  at  night  to  insure  cars  being  clean 
on  the  first  trip  out  in  the  morning. 
Car  crews  should  make  more  effort  to 
keep  cars  clean.  To  clean  cars  more 
frequently  will  cost  money.  Expenses 
will  increase.  This  is  admitted  without 
argument  if  car  cleaning  continues  to 
be  done  with  the  facilities  and  under 
the  conditions  existing  on  most  of  our 
properties  now. 

In  general,  properties  are  doing  about 
all  that  can  be  done  with  the  facilities 
provided,  and  it  seems  that  it  is  high 
time  the  industry  as  a  whole  began  to 
look  the  situation  squarely  in  the  face 
and  for  the  managements  to  ask  them- 
selves "are  we  really  sincere  when  we 
say  we  are  doing  all  that  we  can  to 
build  up  our  business  by  giving  better 
.service  and  creating  better  public 
opinion?" 

In  the  early  days  street  car  cleaning 
was  done  in  a  very  simple  manner.  A 
pail  of  water  and  a  long-handled  brush 
were  the  material  and   e(|uipment  em- 


ployed, along  with  plenty  of  elbow- 
grease  on  the  part  of  the  car  washer. 
Many  properties  today  use  the  same 
methods.  About  30  years  ago  solutions 
of  soap  containing  varying  amounts  of 
alkali  or  solutions  containing  acid  or 
abrasives  were  in  more  or  less  general 
use,  it  having  been  found  that  water  and 
mild  soap  would  not  remove  the  greasy 
grime.  The  use  of  such  solutions  re- 
sulted in  decided  damage  to  the  finish 
unless  quickly  applied  and  very  thor- 
oughly rinsed  off.  The  abrasives 
scratched  the  surfaces,  causing  more 
grime  to  stick.  During  these  times 
labor  was  cheap,  the  urge  for  speed  in 
all  operations  was  not  so  strong,  and 
there  was  no  competition  from  bright, 
shiny  and  clean  automobiles. 

Daring  later  years  the  problem  of 
cleaning  cars  has  in  general  received 
more  attention  and  some  efforts  have 
been  made  to  approach  the  subject  in  a 
more  scientific  manner.  Competent 
chemists  have  studied  the  character  of 
the  deposits  of  dirt,  grime,  etc.  As  a 
result,  cleaning  compounds  are  now 
available  which  give  a  maximum  of 
cleaning  action  with  a  minimum  of  in- 
jury to  the  varnished  or  enameled  sur- 
faces. In  general  they  are  of  a  slow 
drying  nature  and  in  liquid  form,  which 
makes  the  necessary  thorough  rinsing 
easier. 

Seat  Maintenance  Important 

Cleaning,  dyeing  and  refinishing  ma- 
terials are  also  being  produced  for  use 
in  cleaning,  coloring  and  refinishing 
plush  or  cane  covered  seats,  and  for 
cleaning  curtain  materials.  These  com- 
])ounds  will  remove  grease  and  stains 
on  seats  or  curtains.  The  coloring 
compounds  will  restore  or  color  ma- 
terials, making  badly  discolored  seats 
and   curtains   look  comparatively   new. 

The  demand  for  cleaner  cars,  and 
such  studies  as  have  been  made  as  to 
how  to  obtain  them,  have  called  atten- 
tion to  the  antiquated  methods  and 
appliances  used.  During  the  past  few 
years  there  has  been  some  development 
along  the  lines  of  labor-saving  devices 
with  which  to  clean  cars  quickly,  thor- 
oughly and  cheaply.  The  trend  today  is 
toward  vacuum  cleaners  for  cleaning  the 
inside  of  cars  and  power  washers  using 
a  spray  and  revolving  brushes  for  clean- 
ing the  outside  of  cars. 

Vacuum  cleaners  have  been  a  com- 
mon household  article  for  years  and 
there  are  many  large  buildings  cleaned 
by  this  system,  but  the  number  of  rail- 
ways using  anything  but  the  old 
sprinkling  pot  and  the  stubby  broom 
can  be  counted  on  a  very  few  fingers. 
The  situation  today  is  that  there  has 
been  .so  little  interest  displayed  on  the 
part  of  railways  that  there  is  not  avail- 
able on  the  market  apparatus  suitable 
for  this  work  which  can  be  used  where 
600-volt  (I.e.  is  the  only  power  available, 
neither  have  suitable  portable  outfits  for 
use  in  unpaved  storage  yards  been  de- 
veloped. There  is  little  doubt  that  if 
there  is  sufficient  interest,  manufacturers 
will  develop  adequate  apparatus  and 
cars  can  be  cleaned  inside  and  outside 
more  frequently  and  at  less  cost. 


June  23,  1928 


ELECTRIC  RAILWAY  JOURNAL 


1043 


To  obtain  the  full  benefit  of  a  power 
washer  for  car  exteriors  it  is  necessary 
that  tracks  be  so  located  as  to  permit 
of  rapid  and  easy  movement  of  cars  to 
and  from  the  wash  house  or  wash  track, 
so  that  extra  car  movements  will  be  re- 
duced to  a  minimum.  To  do  this  work 
properly  the  car  should  first  enter  a 
heated  room  in  the  winter,  and  after 
washing  should  be  dried  thoroughly, 
either  in  winter  or  summer,  before  be- 
ing put  in  service  or  stored. 

There  has  been  developed  recently  a 
power  washer  outfit  which  is  claimed  to 


be  almost  entirely  automatic,  requiring 
only  one  man,  whose  duties  are  to 
operate  the  car  slowly  through  the 
washing  apparatus.  It  is  to  be  hoped 
that  this  apparatus  will  be  developed 
fully  along  with  a  real  vacuum  sweep- 
ing outfit,  and  adequate  trackage  and 
housing  facilities  made  available  to 
those  of  us  who  wrestle  with  this  prob- 
lem, so  that  when  we  are  asked,  "Are 
you  lacking  of  progress  in  car  cleaning 
methods  ?"  we  can  answer  "No,"  we 
preach  and  practice  that  cleanliness  is 
next  to  godliness. 


Modernizing  Car  Equipment 
Maintenance* 

By  Niles  Persons 
Superintendent  Surface  Line  Shops  Brooklyn-Manhattan  Transit  Corporation 


RAILWAY  equipment  men  today 
•  must  resort  to  every  conceivable 
means  known  to  maintain  the  equipment 
at  the  high  standard  demanded  and  at 
the  same  time  keep  the  costs  down. 
Labor  cost  is  the  big  item  in  maintain- 
ing car  equipment.  We  have  learned  a 
great  lesson  from  our  brothers  in  the 
automotive  industry  and  are  gradually 
purchasing  modern  machinery  and  tools 
to  perform  the  work. 

Our  company  has  spent  in  the  past 
three  years,  for  the  surface  division,  an 
amount  approximating  $1,500,000  on 
new  shops  and  machinery.  As  a  re- 
sult car  failures  are  reduced  to  a  mini- 
mum. The  company  has  also  expended 
for  machines  and  shop  equipment  for 
the  rapid  transit  lines  approximately 
$2,000,000.  These  are  installed  in  shop 
buildings  constructed  by  the  city  of  New 
York  at  a  cost  of  approximately 
$4,000,000,  exclusive  of  grounds  and 
yards. 

Owing  to  the  large  territory  covered 
hy  our  system,  cars  are  assigned  to 
various  inspection  shops  and  storage 
yards  conveniently  located  for  economi- 
cal operation.  Each  inspection  shop 
has  a  storeroom  where  sufficient  repair 
parts  and  supplies  are  kept  to  make  the 
necessary  minor  repairs  to  cars.  These 
materials  and  repair  parts  are  stored  in 
steel  bins,  neatly  lettered  and  cataloged 
so  as  to  make  replacement  easy. 

All  these  shops  are  equipped  with 
automatic  air  compressors.  Pipe  lines 
lead  to  various  locations  about  the 
buildings  supplying  compressed  air  for 
blowing  out  of  motors,  for  control  and 
for  the  operation  of  pneumatic  tools. 
In  each  inspection  shop  there  is  a  small 
machine  shop,  which  is  provided  with 
lathe,  drill  press,  grinder,  bearing 
boring  machine  and  blacksmith  shop 
equipment.  Overhead  electric-operated 
traveling  cranes  facilitate  the  quick  and 
easy  handling  of  the  heavy  parts. 

Special  attention  has  been  paid  to  the 
lighting  of  these  shops  and  in  all  cases 
where  possible,  skylights  have  been  in- 

*Abstract  of  a  paper  presented  at  a  meet- 
ing of  the  New  York  State  Electric  Rail- 
way Association,  Conev  Island,  N.  Y ., 
June  14-15,  1928. 


stalled.  The  concrete  pits  where  ad- 
justments and  repairs  to  trucks  and 
motors  are  made  have  been  equipped 
with  lamps  evenly  distributed  along 
both  sides  so  as  to  furnish  adequate  light 
for  the  workmen  under  the  cars.  In 
winter,  these  pits  are  heated.  Through- 
out all  our  shops  special  efforts  are 
made  to  keep  them  clean.  Steel  racks 
are  available  to  hold  spare  armatures, 
iron,  lumber,  extra  draw  bars,  etc.,  to 
keep  them  off  the  floor  and  permit  easy 
cleaning.  Plenty  of  large  galvanized 
cans  are  distributed  about  for  holding 
waste  and  scrap  material,  and  these  are 
emptied  every  night.  In  the  clean  and 
attractive  locker  rooms  each  man  is 
furnished  with  a  steel  locker  large 
enough  to  hold  his  personal  belongings. 
Large  circular  sanitary  wash  basins 
with  hot  running  water  are  provided  for 
employees. 

Better  Car  Cleaning  Equipment 
Needed 

Car  cleaning  is  one  of  the  important 
duties  assigned  to  the  inspection  shops. 
A  concrete  wash  track  at  one  of  our 
inspection  shops  is  installed  in  a  bay 
with  Kinnear  roller  doors  and  heated 
so  that  washing  can  be  carried  or;  re- 
gardless of  the  weather.  The  wash  bay 
has  two  concrete  troughs,  one  on  either 
side  of  the  track.  The  troughs  are 
10  in.  wide,  10  in.  deep,  and  65  ft.  long. 
The  floor  has  sufficient  slope  and  is  con- 
nected to  the  sewer  so  as  to  carry  off 
the  surplus  water.  The  two  long 
troughs  are  filled  with  a  continual  flow 
of  clean  fresh  water,  hot  or  cold,  as 
desired.  Car  washers  stand  on  either 
side  of  the  car  bodies  with  long 
handled  soft  brushes  which  they  dip  in 
the  troughs  of  clean  water  to  wash  the 
windows  and  also  the  sides  of  the  cars. 
At  the  same  time  that  the  outside  is 
being  cleaned,  men  are  working  inside. 

When  one  car  is  finished,  it  is  moved 
up  and  another  one  immediately  takes 
its  place  on  the  stand.  By  this  method, 
we  have  been  able  to  concentrate  all 
the  cleaning  of  one  carhouse  at  one 
point,  which  makes  supervision  easy 
and  at  the  same  time,  by  the  adoption 
of  piece  work,  we  have  speeded  things 


up.  Results  obtained  by  this  installation 
are  so  satisfactory  that  plans  have  been 
completed  and  work  is  under  way  to 
equip  all  our  inspection  shops.  Paint 
and  varnish  on  the  cars  stand  up  much 
better  under  this  method  of  cleaning 
because  plenty  of  water,  free  from  dirt 
and  grit,  is  used. 

All  heavy  repairs,  overhauling,  re- 
building and  construction  work  is 
handled  at  the  main  surface  repair  shop, 
which  is  known  as  DeKalb  shop.  Here 
we  have  a  large,  modern  plant,  which 
was  finished  in  1926  and  equipped  with 
everything  to  facilitate  the  speedy  re- 
pairs to  surface  cars.  Here,  also,  large 
windows  and  skylights  are  placed  so 
that  plenty  of  daylight  is  furnished  to 
every  location.  Artificial  light  is  also 
provided  by  a  well  distributed  system. 

Tracks  where  the  car  bodies  are  re- 
paired are  spaced  far  apart  so  that 
plenty  of  room  is  available  about  the 
cars  for  scaffolds,  etc.,  also  allowing 
plenty  of  aisle  room  for  the  unob- 
structed passage  of  electric  trucks 
handling  materials.  Large  traveling 
cranes  pick  up  the  car  bodies,  trucks 
and  other  heavy  parts,  and  deposit  them 
where  desired.  All  departments  also 
have  small  traveling  electric  cranes  for 
the  speedy  handling  of  heavy  units. 
Machines  are  all  independently  motor- 
driven,  with  push-button  control.  This 
eliminates    all    overhead    shafting    and 

belts. 

♦ 

National  Bus  Association 
Completes  Program 

PRACTICALLY  all  phases  of  bus 
transportation  will  be  discussed  at 
the  second  annual  meeting  of  the  Motor 
Bus  Division,  American  Automobile  As- 
sociation, to  be  held  in  Cincinnati,  Ohio, 
June  27-28,  at  the  Hotel  Gibson.  The 
following  program  has  been  announced : 

Wednesday,  June  27 — 10  a.m. 
Address  of  Welcome,  followed  by  reports 
of    chairman,    secretary,    and    special    and 
standing  committees. 

1    P.M. 

"The  Motor  Bus— A  Specialistic  Trans- 
portation Unit,"  by  F.  R.  Fageol,  president 
Twin  Coach  Corporation. 

"How  Motor  Bus  and  Railroad  Service 
Should  Be  Co-ordinated,"  by  H.  P.  Fritch, 
president  Boston  &  Maine  Transportation 
Company. 

"Bus  Terminals  and  How  They  Should 
Be  Established  and  Operated,"  by  W.  E. 
Travis,  president  American  Motor  Trans- 
portation Company,  Oakland,  Cal. 

"Equipment  Maintenance  and  Its  Im- 
portance in  Bus  Operation,"  by  A.  E.  Hutt, 
Vacuum  Oil  Company. 

Thursday,  June  28. 

"System  in  Motor  Bus  Operation,"  by 
Guy  Huguelet,  president  Consolidated 
Coach  Company. 

"Commission  Control  Over  the  Cer- 
tificate of  Convenience  and  Necessity,"  by 
E.  Blythe  Stason,  professor  of  law  Uni- 
versity of  Michigan. 

"Merchandising  the  Bus  Business,"  by 
Edward  A.  Keenan,  advertising  manager 
Philadelphia  Rapid  Transit  Company. 

Thursday  afternoon  will  be  devoted  to 
a  business  session  of  the  association,  in- 
cluding the  appointment  of  special  and 
standing  committees. 


1044 


ELECTRIC  RAILWAY  JOURNAL 


Vol.7\,  No. 2S 


>j[ews  of  the  Industiy 


^^lE 


Seven  Cents  Sought  in 
Harrisburg 

New  rate  will  go  into  effect  on  July   17 

unless  conunission  suspends  the 

revised  tariff 

THE  Harrisburg  Railways,  Harris- 
burg, Pa.,  has  filed  with  the  Public 
Service  Commission  a  new  tariff,  to  be- 
come effective  as  soon  as  legally  per- 
missible. It  provides  an  increase  of  one 
cent  in  the  rate  of  fare.  According 
to  the  company  the  new  fare  of  7  cents, 
is  the  minimum  which  the  railway  can 
charge  and  continue  to  give  satisfac- 
tory service  to  the  public. 

Since  its  organization,  the  street  rail- 
way system  of  Harrisburg  has  made 
only  one  increase  in  the  fare.  That 
was  in  1918,  when  the  5-cent  fare  was 
increased  to  the  present  fare,  6  cents. 

The  company  explains  that  compared 
with  the  rate  of  fare  charged  in  other 
cities,  Harrisburg  will  continue  to  be 
among  the  communities  where  the  low- 
est rates  are  charged.  In  this  connec- 
tion it  says : 

The  fare  which  the  Harrisburg  Railways 
proposed  therefore  is  less  than  the  average 
cash  fare  in  the  country,  and  lower  than  the 
rate  of  fare  charged  in  the  majority  of 
Pennsylvania  communities.  It  is  lower 
than  the  ticket  rates  in  Philadelphia  and 
Pittsburgh,  and  in  many  other  communities. 

This  is  how  the  company  see  it : 

The  change  in  fare  is  made  necessary  by 
the  condition  the  company  faces.  It  must 
continue  to  render  good  service  at  all  times 
of  the  year  and  under  all  conditions,  for  its 
service  is  recognized  to  be  necessary  to  the 
continued  prosperity  and  convenience  of 
the  city  and  its  people.  The  increased  use 
of  private  automobiles  has  caused  a  de- 
crease in  the  number  of  passengers  carried, 
without  making  possible  any  decrease  in 
expenses.  The  company  has  been  compelled 
to  discontinue  paying  dividends.  It  faces 
heavy  expenditures  for  paving  and  other 
public  improvements.  It  is  economically 
managed,  and  strives  to  render  not  only 
good  service  but  courteous  service  to  the 
public. 

To  continue  rendering  efficient  service, 
it  must  have  revenues  adequate  to  meet  the 
cost  of  the  service  and  to  earn  a  reasonable 
return  upon  the  value  of  the  property.  The 
situation  compels  an  increase  in  the  rate  of 
fare. 

Faced  with  a  curtailment  of  service 
or  an  increase  in  fare,  the  company  is 
working  upon  the  theory  that  the  pub- 
lic is  willing  to  pay  for  continued  good 
service.  The  feeling  of  the  company 
is  that  it  can  at  least  maintain  its  pres- 
ent service  under  the  new  rate. 

The  April  1  payment  of  dividend  was 
passed  because  it  was  not  earned,  com- 
pany officials  said.  Dividends  im- 
mediately previous  had  been  paid,  but 
several  others  in  late  years  have  been 
missed. 


Levies  against  the  railway  for  sev- 
eral public  improvements,  including  a 
paving  program,  the  Market  Street  sub- 
way and  the  Paxton  Street  cut-off,  have 
made  inroads  into  the  net  earnings,  it 
was  declared,  while  necessarj^  construc- 
tion work  on  the  company's  own  lines 
has  required  a  large  sum.  Track  re- 
placements and  new  equipment  for  1928 
demand  an  outlay  of  $180,000. 

The  fund  of  approximately  $300,000, 


which  the  company  recently  obtained 
from  the  sale  of  majority  holdings  in 
the  People's  Bridge  Company  will  be 
applied  to  the  debts  for  improvements, 
and  cannot  be  diverted  to  dividends,  ac- 
cording to  the  company's  spokesmen. 

Notice  of  the  proposed  new  rate  will 
be  supplied  interested  parties  by  the 
Public  Service  Commission,  and  a  date 
for  hearing  set,  following  the  filing  of 
protests,  if  any  are  filed. 


Revision  of  Detroit  Finances  Suggested 

Report  to  Mayor  says  that  unless  Municipal  Railway's  annual  debt 

maturities  can  be  rearranged  fares  should  go  up  to  meet 

spirit  of  city  charter,  if  not  its  letter 


IN  A  REPORT  on  the  Detroit  Mu- 
nicipal Street  Railway  Department, 
Ralph  Stone,  chairman  of  the  board  of 
the  Detroit  Trust  Company,  pointed  out 
that  unless  the  Street  Railway  Commis- 
sion refinances  the  debt  of  the  D.S.R. 
so  as  to  extend  it  over  a  longer  period 
of  years'  than  is  provided  under  the 
present  scheme,  an  increase  in  fares  is 
necessary  to  comply,  at  least,  with  the 
spirit  of  the  Detroit  charter. 

Two  months  ago  Mr.  Stone  was  re- 
quested by  the  Mayor  to  make  the 
report  for  the  purpose  of  reconciling 
the  two  separate  audits  for  the  year 
ended  June  30,  1927,  rendered  by  Price, 
Waterhouse  &  Company  and  by  Will- 
iam M.  Hauser,  former  auditor  of  the 
D.S.R.  According  to  Mr.  Stone's  report 
the  controversy  arose  over  the  matter 
of  depreciation  and  the  different  ways 
in  which  it  was  considered. 

Mr.  Stone  reported  that  no  attempt 
was  made  to  discuss  in  the  precise  pro- 
fessional language  of  accounting  the 
questions  that  seem  to  be  at  issue  be- 


RALPH  STONE,  chairman  of 
.  the  board  of  the  Detroit  Trust 
Company,  stated  in  a  report  Mayor 
John  C.  Lodge  made  public  on  June 
16  that  an  increa.se  in  fares  on  the 
Detroit  Municipal  Railway  is  nec- 
essary, barring  a  possibility  that 
the  problems  of  the  D.S.R.  can  be 
met  by  rearranging  annual  debt 
maturities. 

After  referring  to  the  matter  of 
extending  the  time  for  the  debt  pay- 
ments, Mr.  Stone  said : 

"Unless  this  is  done,  it  looks  from 
such  information  as  we  have  that  a 
raise  in  fares  will  be  needed  to 
comply  with  at  least  the  spirit  of 
the  city  charter,  if  not  its  letter. 
It  is  not  possible  to  say  that  an 
adjustment  of  the  existing  rates  of 
fare  could  be  avoided  by  a  rear- 
rangement of  the  debt  maturities." 


tween  the  auditor  and  the  public  ac- 
countants, but  the  report  has  been 
rendered  as  it  w^ould  be  stated  by  a 
business  man  experienced  in  dealing 
with  public  utilities  and  in  analyzing 
financial  statements. 

In  the  report  no  attempt  was  made 
to  define  depreciation.  Mr.  Stone 
merely  says,  in  terms  that  are  not  in- 
tended to  be  technically  accurate  or  in- 
clusive, that  "it  (depreciation)  is  a  sum 
taken  out  of  earnings  (revenue  from 
fares  in  the  case  of  street  railways)  and 
set  aside,  either  in  cash  or  a  credit  to 
a  depreciation  reserve  which  is  merely 
a  bookkeeping  account,  to  represent  or 
care  for  the  wearing  out  or  obsolescence 
of  property." 

It  is  pointed  out  that  Price,  Water- 
house  &  Company  set  the  depreciation 
for  the  fiscal  year  ended  June  30.  1927, 
at  $1,568,255,  computed,  "at  the  rate 
of  3  per  cent  per  annum  on  the  book 
value  of  depreciable  property,  excluding 
motor  coaches."  Mr.  Hauser  arrived  at 
the  figure  $1,223,380  as  the  depreciation, 
using  two  methods,  one  being  a  balance 
in  the  income  and  profit  and  loss  ac- 
counts, and  the  other  by  computing  3 
per  cent  on  an  amount  which  he  said 
was  the  depreciable  cost  of  the  prop- 
erties. This  cost  Mr.  Hauser  stated  as 
$31,718,463,  but  he  fails,  according  to 
Mr.  Stone,  to  explain  how  he  arrived  at 
that  sum.  Mr.  .Stone  prefers  the  Price, 
Waterhouse  &  Company  method  of  com- 
puting the  depreciation.  That  com- 
pany's figure  is  $344,874  in  excess  of 
Mr.  Hauser's. 

The  Price,  Waterhouse  &  Company 
report  stated  that  it  was  to  be  regretted 
that  a  more  specific  statement  as  to 
what  was  intended  to  he  contained  in 
the  expression  "fixed  charges"  was  not 
set  forth  in  the  charter  especially  with 
regard  to  the  element  of  depreciation. 

"From  an  accounting  standpoint,  de- 
preciation is  generally  a  fixed  charge, 
so  that  from  that  standpoint  the  city 
charter  requires  that  the  rate  of  fare 
shall  be  sufficient  to  cover  both  the  ele- 


June  23, 1928 


ELECTRIC  RAILWAY  JOURNAL 


1045 


ments  of  debt,  retirement  and  deprecia- 
tion," the  accountants  stated  in  their 
audit.  "On  that  basis  and  accepting  as 
adequate  the  depreciation  provisions 
made  in  the  accounts,  the  net  income  for 
the  year  under  review  (1927)  was  in- 
sufficient to  the  extent  of  $687,329."  By 
using  Mr.  Hauser's  figures  and  deduct- 
ing depreciation  from  the  gross  income, 
the  net  income  was  $609,425  short  of 
meeting  sinking  fund  requirements,  ac- 
cording to  Mr.  Stone. 

It  is  pointed  out  that  Mr.  Hauser 
objected  to  deducting  the  depreciation, 
saying  in  a  communication  to  the  Mayor 
and  Council  on  Feb.  10,  1928,  that  "it 
is  impossible  to  pay  for  two  plants  at 
the  same  time,  and  that  is,  in  effect, 
what  is  being  done  when  depreciation 
and  sinking  funds  are  both  established." 
Mr.  Hauser  obtained  a  figure  of  $613,- 
955  excess  of  income  by  excluding  de- 
preciation except  depreciation  on  motor 
coaches.  This  he  charged  as  an  operat- 
ing expense. 

Mr.  Stone  states  that  the  difference 
in  viewpoints  of  the  auditor  and  the 
public  accountants  raises  a  question  of 
construction  of  Section  14  of  the  city 
charter  which  he  understands  has  been 
submitted  to  Corporation  Counsel  Clar- 
ence E.  Wilcox.  He  further  says  that 
it  seems  to  him  that  "sound  public  policy 
contemplates  that  the  property  should 
be  paid  for  out  of  earnings  and  at  the 
same  time  be  kept  in  good  operating 
condition.  Keeping  it  in  good  operating 
condition  means  not  only  expenditures 
for  maintenance,  upkeep  and  repairs, 
which  are  items  of  operating  expense, 
but  also  for  replacing  property  worn  out 
or  become  obsolete,  which  is  deprecia- 
tion."   Mr.  Stone  continues : 

If  this  is  true,  then  depreciation  should  be 
included  in  the  rate  of  fare,  and  if  the  cor- 
poration counsel  determines  that  as  a  mat- 
ter of  law  depreciation  is  not  a  fixed 
charge,  the  city  charter  should  be  amended 
to  include  it. 

Naturally  the  charter  should  provide  that 
the  railways,  through  their  operation, 
should  pay  the  expense  of  operating  them, 
taxes,  interest  on  their  debt,  expense  of 
keeping  them  up  in  good  operating  condi- 
tion by  repairs  and  replacements  (deprecia- 
tion), and  the  principal  of  their  debt — and 
all  that  must  be  done  out  of  revenues  and 
fares. 

Obviously,  a  charter  is  only  a  statement 
of  principle  and  if  it  does  not  state  it 
clearly  it  should  be  so  amended  that  it  does. 
It  should  not  specifically  and  in  detail 
instruct  the  Mayor,  Council  and  Railway 
Commission  how  to  do  these  things,  be- 
cause conditions  change.  It  should  be 
flexible  in  its  terms. 

I  am  not  qualified  to  interpret  the 
charter,  but  it  seems  to  me  that  Section  14 
of  the  charter  is  sufficiently  flexible  in  its 
terms  to  permit  depreciation  to  be  included 
as  a  fixed  charge,  and  if,  after  doing  that, 
the  existing  rate  of  fare  results  in  a  deficit, 
the  city  authorities  have  it  in  their  power 
to  ameliorate  the  situation. 

In  other  words,  if  including  both  depre- 
ciation and  sinking  fund  charges  results 
in  a-  depreciation  so  that  the  rate  of  fare 
must  be  raised  to  comply  with  the  charter, 
the  authorities  have  power  to  reduce  the 
sinking  fund  charges  by  refinancing  so  as 
to  extend  the  maturities  of  the  bonds  to 
be  paid  in  each  year  out  of  revenue  from 
fares.  If  the  phrase  in  Section  14  of  the 
charter — "in    the    sound    discretion    of   the 


board" — does  not  mean  this,  it  would  seem 
to  be  true  that  the  board  would  have  power 
anyway  to  refinance  so  as  to  rearrange  the 
maturities  of  its  existing  debt. 

If  rearranging  the  maturities  still  leaves 
a  deficit  then  the  rate  of  fare  must  be 
raised,  and  that  is  only  common  sense.  If 
it  is  not  done  nothing  is  gained  and  only 
trouble  follows.  The  trouble  would  be  the 
deterioration  of  the  physical  property  of 
the  railways  and  that  in  turn  means  poorer 
service  and  ultimate  breakdown  of  the 
system. 

Revenue  and  net  income  of  the  system 
as  arrived  at  by  the  two  audits,  and 
the  auditors'  distribution  of  expenditure 
to  capital  and  expense  accounts,  is  also 
discussed  in  Mr.  Stone's  report.  In  this 
connection  it  is  pointed  out  that  Mr. 
Hauser  differed  throughout  from  Price, 
Waterhouse  &  Company  on  his  report 
of  the  revenues  and  income  of  the  D.S.R. 
Mr.  Stone  says  that  they  practically 
agree,  the  average  of  the  income  given 
in  the  two  reports  being  $3,488,582. 

It  is  further  pointed  out  that  the 
accountants  contended  that  some  items 
charged  as  capital  expenditures  by  Mr. 
Hauser  should  in  part  have  been  charged 
to  operating  expenses  and  that  if  the 
items  were  not  correctly  apportioned  at 
the  time  of  original  entry,  it  would  be 
difficult  to  make  a  correct  apportion- 
ment now. 

Mr.  Stone  is  further  quoted  in  his 
report : 

I  am  advised  that  the  executive  engineer 
of  the  D.  S.  R.  is  now  compiling  the  cost 
or  value  of  the  properties  as  a  basis  for 
this  distribution  and  when  that  is  done  the 
difficulty  of  allocating  to  capital  and  ex- 
pense will  be  remedied.  This  applies  like- 
wise to  the  cost  of  rehabilitating  the  prop- 
erties acquired  from  the  Detroit  United 
Railway. 

Therefore,  I  believe  this  difference  be- 
tween the  two  reports  may  as  well  be  dis- 
missed even  though  it  leaves  as  an  open 
question  the  amount  of  1927  net  income 
from  operation.  If  the  same  form  of 
accounting  is  maintained  hereafter  it  will 
be  important  to  have  the  different  kinds  of 
expenditures  allocated  under  direction  of 
the  executive  engineer. 


Utility  Hearings  Concluded 

Commissioner  McCulloch  of  the  Fed- 
eral Trade  Commission,  who  has  been 
conducting  the  hearing  in  the  public 
utility  investigation,  announced  that 
after  July  7  no  further  hearing  will  be 
held  in  the  investigation  until  Sept.  1. 


Survey  Commission  Bill  in 
St.  Louis  Passed 

The  St.  Louis.  Mo.,  Board  of  Alder- 
men with  only  one  dissenting  vote  on 
June  8  passed  Mayor  Victor  J.  Miller's 
bill  providing  for  the  creation  of  a 
transportation  survey  commission  to 
make  a  comprehensive  survey  of  the 
mass  transportation  needs  of  the  com- 
munity. A  fund  of  $50,000  is  provided 
for  the  expenses  of  the  commission, 
which  will  consist  of  sixteen  members. 
It  will  study  both  electric  railway  and 
motor  traffic  conditions  as  well  as  the 
city's  rapid  transit  needs,  such  as  pro- 
posed subways  and  elevated  systems. 

The  commission  will  include  the 
Mayor,  comptroller,  presidents  of  the 
Board  of  Aldermen  and  Board  of  Pub- 
lic Service,  the  director  of  streets  and 
sewers,  a  representative  each  of  the 
Missouri  Public  Service  Commission, 
the  St.  Louis  Public  Service  Company 
and  the  City  Plan  Commission  and 
seven  private  citizens. 


Delegates  at  Kansas  City 
Handled  With  Ease 

Additional  crowds  at  the  recent  Re- 
publican National  Convention  in  Kansas 
City,  Mo.,  were  handled  with  ease  and 
expedition  by  the  Kansas  City  Public 
Service  Company  by  bus  and  car.  The 
greatest  strain  on  the  local  transporta- 
tion system  occurred  during  the  parade 
on  the  opening  night  of  the  convention. 
Estimates  place  the  number  of  people 
who  on  that  occasion  crowded  into  the 
downtown  district  at  between  200,000 
and  300,000.  The  service  on  both  cars 
and  buses  was  doubled  to  take  care  of 
the  incoming  crowds  from  6  o'clock 
until  8,  and  again  after  the  parade  to 
return  them  to  their  homes. 

A  special  bus  service  was  established 
from  the  Union  Station  to  the  hotel  dis- 
trict, beginning  Sunday,  June  10,  to 
handle  the  incoming  delegates  to  the 
convention.  The  service  was  reinstated 
again  the  last  of  the  week  for  the  benefit 
of  the  departing  visitors.  This  was  a 
regular  15-cent  line,  giving  10-minute 
service. 

The  greatest  increase  in  patronage 
was  on  the  Gray  Line  sightseeing  buses, 
with  from  one  to  seven  buses  leaving 
each  hour.  The  regular  schedule  is 
three  trips  a  day. 


Preparations  for  Arbitration 
in  Toronto 

D.  W.  Harvey,  general  manager  of 
the  Toronto  Transportation  Commission, 
Toronto,  Canada,  sent  a  letter  to  W.  D. 
Robbins,  secretary  of  the  employees' 
union  on  June  13  stating  that  the  com- 
mission had  withdrawn  the  alternative 
of  June  8,  namely,  a  renewal  of  the 
existing  agreement,  since  this  alternative 
was  not  accepted  by  the  men  at  the 
mass  meeting  held  on  June  9.  The 
other  alternative  had  been  the  offer  of 
a  board  of  arbitration  to  consider  all 
wages  and  working  conditions.  Since 
the  men,  however,  had  agreed  to 
submit  all  proposals  which  either  the 
men  or  the  commission  might  make  as 
to  future  wages  or  working  conditions 
to  arbitration  there  was  no  reason  why 
two  impartial  and  disinterested  ap- 
pointees should  fail  to  agree  upon  a 
chairman.  If  they  should  fail  to  agree 
upon  a  chairman  the  commission  would 
be  willing  to  leave  such  choice  to  the 
Mayor  of  Toronto.  Following  this  com- 
m.unication  the  men  named  James  Simp- 
son as  their  representative. 

At  the  mass  meeting  of  June  9  the 
men  had  voted  to  submit  the  whole  mat- 
ter to  conciliation  under  the  Lemieu.x 
Act,  but  Mr.  Harvey  pointed  out  that 
the  provisions  of  that  act  did  not  apply 
to  that  commission. 


1046 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.2S 


Bankers  Prepare  to  Finance 
Cleveland  Subway 

Announcement  was  made  in  New 
York  on  June  22  that  a  syndicate  headed 
by  the  Equitable  Trust  Company,  New 
York,  has  been  formed  to  underwrite 
an  issue  of  $30,000,000  bonds  and  pre- 
ferred stock  to  finance  the  construction 
of  the  proposed  subway  system  in  Cleve- 
land, Ohio,  to  which  reference  has  been 
made  before  in  Electric  Railway 
Journal.  It  is  intended  to  incorporate 
the  Cleveland  Subway  Company,  which 
would  be  under  the  control  of  the  city, 
to  build  the  subways.  An  ordinance 
authorizing  the  construction  of  the 
system  will  be  introduced  in  the  City 
Council,  probably  on  June  25. 

According  to  the  plan  now  being 
considered,  the  subways  will  be  operated 
by  the  Cleveland  Railway.  It  is  planned 
to  sell  the  bonds  and  preferred  stock  in 
the  Cleveland  Subway  Company  to  pay 
for  the  cost  of  construction  and  to  place 
the  common  stock  in  escrow,  to  be 
turned  over  to  the  city  when  the  system 
is  paid  for  out  of  earnings.  The  idea 
is  to  make  the  new  securities  quasi- 
municipal  obligations,  payable  out  of 
revenues  of  the  utility  and  not  from  the 
general  city  taxes.  In  this  way  the 
improvement  can  be  made  without  in- 
creasing the  debt  limit  of  the  city. 


are  the  63  volumes  published  by  the 
International  Correspondence  Schools 
covering  a  wide  range  of  subjects. 


Hearings  in  Baltimore  Fare  Case 
Concluded 

The  Court  of  Appeals  of  Maryland, 
sitting  at  Annapolis,  has  completed  the 
hearing  of  arguments  in  the  court  case 
growing  otrt  of  the  action  of  the  Mary- 
land Public  Service  Commission  in 
granting  the  United  Railways  &  Elec- 
tric Company,  Baltimore,  a  9-cent  fare 
or  three  tokens  for  25  cents.  A  straight 
10-cent  fare  had  l)een  sought. 

Following  the  decision  by  the  com- 
mission the  United  took  the  case  into 
the  Baltimore  courts  and  Judge  Joseph 
N.  Ulman  held  that  the  commission's 
decision  allowing  6.26  per  cent  earnings 
annually  on  a  $75,000,000  valuation 
was  confi.scatory.  The  court  also  held 
that  it  was  illegal  to  limit  the  company 
to  a  9-cent  fare.  It  was  on  this  decision 
that  the  Public  Service  Commission  ap- 
pealed the  case.  Pending  the  final 
action  of  the  Court  of  Appeals  the 
United  made  no  change  in  its  rates. 

Before  the  Court  of  Appeals  the 
hearing  consisted  largely  of  discussing 
at  length  the  same  points  brought  out 
at  the  hearing  before  the  commission 
and  before  the  lower  court.  The  court 
did  not  announce  when  it  would  hand 
down  its  decision. 


Library  in  Portland  Grows 

An  announcement  has  been  made  that 
an  unusual  number  of  new  books,  maga- 
zines and  pamphlets  has  been  added  to 
the  library  shelves  of  the  Portland  Elec- 
tric Power  Company,  Portland,  Ore. 
The  most  important,  says  the  Pcpco- 
Synchronizer,  the  company  publication, 


Higher  Fare  Sought  by 
Capital  Traction 

An  application  for  relief  was  filed  on 
June  15  with  the  Public  Utilities  Com- 
mission by  the  Capital  Traction  Com- 
pany, Washington,  D.  C,  requesting  a 
straight  8-cent  cash  fare  or  a  10-cent 
fare  with  four  tokens  for  30  cents.  The 
present  rates  are  8  cents  cash  or  six 
tokens  for  40  cents  on  both  systems  of 
the  District. 

In  an  advertisement  "A  Statement  to 
Washington  Street  Car  Riders"  John  H. 
Hanna,  president,  said  that  because  of 
the  postponement  of  the  proposed  transit 
merger  the  company  had  been  forced  to 
appeal  for  relief  as  for  more  than  three 
years  it  had  failed  to  earn  a  dividend  of 
7  per  cent.  The  value  of  the  property 
used  for  public  service  was  fixed  by 
the  courts  at  $26,000,000.  To  enable 
the  company  to  earn  such  a  return  a  flat 
fare  of  10  cents  would  be  necessary,  but 
it  was  "very  much  disinclined  to  ask  for 
a  greater  increase  over  existing  rates 
than  is  necessary  to  take  care  of  the 
present  urgent  situation."  He  said  that 
public  esteem  was  an  asset  of  the  high- 
est value  but,  confronted  with  the  hard 
facts  stated,  the  company  could  not  con- 
tinue to  jeopardize  the  investment  and 
income  of  thousands  of  stockholders 
through  failure  to  seek  relief  to  which  it 
was  legally  and  morally  entitled.  He 
quotes  26  cities  of  more  than  100,000 
population  in  the  United  States  where 
a  10-cent  fare  is  charged.  In  conclud- 
ing his  statement,  Mr.  Hanna  says : 

No  individual  or  corporation  owns  as 
much  as  5  per  cent  of  the  Capital  Traction 
Company's  stock.  The  bulk  of  it  belongs 
to  Washington  men  and  women,  who  de- 
pend largely  upon  it  for  their  living.  The 
directors  of  the  company  are  merely  trus- 
tees for  the  stockholders.  They  believe 
the  public  generally,  when  they  become 
familiar  with  conditions,  will  be  willing  to 
pay  the  moderate  increase  in  fare  requested. 

Officials  of  the  Washington  Railway 
&  Electric  Company  have  announced 
that  they  are  not  a  party  to  the  petition 
of  the  Capital  Traction  Company  for 
an  increase  in  fare,  but  it  is  generally 
accepted  that  the  Utility  Commission 
of  the  District  of  Columbia  will  re- 
quire both  companies  to  maintain  the 
same  fare  in  case  the  increase  is 
granted.  The  present  position  of  the 
two  railways  is  just  the  reverse  of 
what  it  was  at  the  last  time  their 
fares  were  adjusted. 

The  Washington  Railway  &  Electric 
Company  earnings  are  better  due  to  the 
return  on  its  investments  and  due  to 
operating  economies  which  it  has  been 
possible  to  bring  about  by  securing  the 
entire  allocation  of  one-man  car  opera- 
tion allowed  by  the  Utility  Commission. 
Moreover,  the  company  has  secured 
practically  the  entire  benefit  of  the 
development  in  the  suburban  districts, 
which  it  .serves  almost  exclusively. 


Chicago  Fare  Case  to  Be 
Concluded 

Final  arguments  for  and  against  the 
proposed  20  per  cent  increase  in  fares 
of  the  Chicago  Rapid  Transit  Lines  will 
be  heard  by  the  Illinois  Commerce  Com- 
mission on  June  26.  With  the  presenta- 
tion of  testimony  of  its  sale  witness,  a 
city  accountant,  other  brief  evidence 
against  the  application  at  a  hearing  in 
Chicago  on  June  14,  attorneys  for  the 
city  completed  their  arguments.  The 
elevated  lines  are  asking  for  the  aban- 
donment of  the  three-for-a-quarter  ticket 
rate  and  $1.25  weekly  pass  and  the  sub- 
stitution of  a  straight  10-cent  fare. 

Since  the  filing  of  the  company's 
petition  on  Feb.  21,  the  city,  through  its 
counsel,  has  contended  that  the  company 
cannot  obtain  a  fare  increase  without 
first  having  made  a  new  valuation  of  its 
properties  and  that  the  company  has 
failed  to  introduce  such  figures  in  its 
evidence.  Company  representatives,  on 
the  other  hand,  insist  that  a  new  valua- 
tion is  unnecessary,  maintaining  that 
the  valuation  accepted  by  the  commis- 
sion in  1921  at  $86,250,000,  plus  $7,750,- 
000  of  net  additions  to  property  since 
that  time,  is  just  and  reasonable.  This 
valuation  was  based  upon  a  reproduc- 
tion cost  of  $95,000,000  less  depreciation 
reckoned  at  $14,750,000,  and  to  which 
amount  $6,000,000  was  added  later  for 
working  capital. 

The  principal  argument  brought  out 
by  the  city  was  that  the  1921  valuation 
should  have  been  only  $60,000,775  and 
that  subsequent  additions  bring  the 
present  total  to  only  $68,360,724  instead 
of  the  $94,000,000  claimed  by  the  com- 
pany's officials.  Under  this  valuation, 
the  municipal  attorneys  declare,  the  pro- 
posed fare  would  yield  a  return  of  11.3 
per  cent  as  compared  with  the  6.02  per 
cent  estimated  by  the  elevated  lines' 
representatives.  Testimony  introduced 
by  company  attorneys  showed  that  in 
1927  the  Rapid  Transit  Lines  earned 
only  a  2.89  per  cent  return,  and  receipts 
for  the  first  five  months  of  1928  show 
this  has  dropped  to  2.28  per  cent. 

W.  J.  Smith,  one  of  the  commission- 
ers who  is  hearing  the  case,  announced 
after  the  conclusion  of  the  city's  argu- 
ments that  engineers  and  accountants 
for  the  commission  would  continue  their 
independent  investigation  of  the  evi- 
dence, and  if  further  testimony  is  be- 
lieved to  be  necessary  to  an  equitable 
decision  the  commission  may  ofifer  some 
testimony  on  its  own  behalf. 


Blue  Ribbon  Specials  for  Sale 
in  Jacksonville 

In  conjunction  with  the  annual  mer-^ 
chandising    event    at    Cohen    Brothers.l 
Jacksonville,  Fla.,  from  May  7  to  May 
14,  the  Jacksonville  Traction  Company 
operated  Blue  Ribbon  Specials  on  May  j 
7  to  carry  patrons  to  and  from  the  store  ; 
free   of   charge   between   the   hours   of 
9  a.m.  to  10  a.m.  and  between  the  hours  j 
of  2  p.m.  and  3  p.m.    "The  Big  Store" 
engaged   the   services   of   every   car   inj 
Jacksonville  and  south  Jacksonville. 


June  23, 1928 


ELECTRIC  RAILWAY  JOURNAL 


1047 


Celebrates  Safety  Broadcasting 

Nashville  Railway  8C  Light  Company  entertains  in  a  two  hour 
program.     General  manager  states  purpose  of  edu- 
cational method.     Others  speak  on  safety 


COMMEMORATING  the  first  anni- 
versary of  its  safety  department 
broadcasting  its  meetings  and  messages 
to  the  public,  the  Nashville  Railway  & 
Light  Company,  Nashville,  Tenn.,  re- 
cently held  a  two-hour  program  over 
station  WLAC.  Present  were  Joel  B. 
Fort,  representing  the  state;  Gen.  J. 
Washington  Moore,  the  city ;  William 
Gupton,  the  school  children  of  Nash- 
ville ;  Charles  Peay  of  the  Nashville 
Automobile  Club;  A.  M.  Burton  of  the 
Life  &  Casualty  Insurance  Company's 
radio  station,  and  more  than  100  others 
in  addition  to  the  400  Nashville  street 
car  operators.  The  exercises  opened 
with    the    program    of    the    Rail-Light 


Mr.  Brown  introduced  Col.  Joel  B. 
Fort,  representing  the  Governor  of 
Tennessee.  Mr.  Fort  traced  the  indus- 
trial safety  movement  in  America  and 
discussed  the  annual  saving  in  money. 
William  Gupton,  president  of  the  City 
Board  of  Education,  said  that  safety 
was  chiefly  an  educational  matter  and 
that  everyone  should  recognize  his  obli- 
gation to  further  the  great  and  worthy 
movement  in  order  to  make  the  country 
safer  and  conserve  the  lives  of  the  young 
boys  and  girls. 

Insurance  Man  Praises  Company 

City  Attorney  Moore  said  that  there 
was  vet  much  to  be  done  in  the  field  of 


*'  ^vN  J^   Ut 

^  a-^^. 


Telling  Tennessee  the  safety  story 


band.  A  choir  of  the  Edgefield  Baptist 
Church  sang  and  there  were  also  other 
features  by  the  Rail-Light  employees. 

Reason  for  Fewer  Accidents 
J.  P.  W.  Brown,  vice-president  and 
general  manager  of  the  company,  made 
the  salutatory  address.  He  said  the 
chief  aim  had  been  the  spread  of  the 
gospel  of  safety  and  to  stress  the  need 
of  safety  education  in  order  to  cope 
with  the  rapidly  growing  dangers  of  the 
street  and  highway.  In  addition  to  that 
branch  of  safety  the  company  was  also 
interested  in  industrial,  home  or  any 
other  branch  of  safety  that  would  make 
the  city  and  country  a  better  and  safer 
place  in  which  to  live.  He  said  that 
the  operators  of  the  Nashville  cars  had 
for  the  past  several  years  made  records 
comparable  with  any  others  that  he 
could  find  and  that  in  the  last  year,  1927, 
less  than  30  per  cent  of  accidents  was 
chargeable  in  whole  or  in  part  to  the 
negligence  of  the  street  car  operators. 
During  the  year  400  automobiles  struck 
street  cars  at  the  rear,  sides  or  in  front 
while  the  cars  were  standing.  These 
were  carried  on  the  records  as  accidents 
and  it  was  this  type  of  accident  his  com- 
pany had  hoped  to  decrease  by  broad- 
casting the  need  for  safety.  During  the 
past  eight  years  the  operators  had  re- 
duced their  total  accidents  from  2,800 
to  900. 


accident  prevention.  He  praised  the 
results  that  had  been  accomplished 
through  traffic  regulation,  truck-driver 
schools,  conducted  by  the  Safety  De- 
partment of  the  Chamber  of  Commerce, 
and  by  penalties  imposed  by  the  courts 
on  reckless  and  careless  drivers. 

In  the  opinion  of  A.  M.  Burton, 
president  of  the  Life  &  Casualty  In- 
surance Company,  the  citizens  of  Nash- 
ville and  surrounding  country  owed 
much  to  the  Nashville  Railway  &  Light 
Company  for  the  great  movement  of 
"Safety  First,"  the  need  for  which  it 
had  been  trying  so  earnestly  to  im- 
press upon  the  public.  He  said  that 
congratulations  were  in  order  for  the 
far-reaching  method  adopted  by  that 
company  for  promulgating  this  safety 
propaganda.  He  said  that  in  addition  to 
the  stimulating  influence  for  public  saf- 
ety, the  musical  and  entertainment  fea- 
tures of  the  program  had  been  very 
wholesome  and  had  brought  happiness 
and  sunshine  to  the  hearts  of  a  wide 
circle  of  friends. 


Reduced  Rates  for  Pacific 
Electric  Employees 

Employees  of  the  Pacific  Electric 
Railway,  Los  Angeles,  Cal.,  are  re- 
minded that  special  books  of  tickets- 
five    for    $1 — good    for    employee    and 


dependent  members  of  his  or  her  fam- 
ily, can  be  obtained  at  the  Redondo 
Beach  Bath  House,  by  presentation  of 
railway  pass  or  club  membership  card. 
Tickets  include  use  of  suit,  towels  and 
locker.  Also  books  of  dance  tickets — 40 
for  $1 — can  be  obtained  in  the  same  way 
from  the  supervisors  in  the  ballroom. 


Connecticut  Wage  Issue  at 
Standstill 

Employees  of  the  Connecticut  Com- 
pany, New  Haven,  Conn.,  have  rejected 
a  continuation  of  the  wage  agreement 
which  terminated  on  June  1  and  the 
company  is  against  arbitrating,  feeling 
that  in  view  of  a  decrease  in  living 
expenses,  present  wages  are  adequate. 
An  attempt  was  made  to  bring  about  an 
amicable  settlement  when  officials  of  the 
railway  were  in  conference  with  repre- 
sentatives of  the  employees.  However, 
no  progress  was  made  and  subsequent 
to  that  action  a  vote  of  the  men  disclosed 
two-thirds  were  in  favor  of  authorizing 
the  union  officials  to  declare  a  strike  if 
necessarv. 


New  Group  Insurance  in 
New  Jersey 

Thomas  N.  McCarter,  president  of 
the  Public  Service  Railway,  Newark, 
N.  J.,  in  connection  with  the  25th 
anniversary  of  the  corporation  an- 
nounced on  June  IS  that  the  employees 
of  the  corporation  and  its  subsidiaries 
will  have  an  opportunity  to  double  the 
amount  of  life  insurance  carried  under 
the  group  insurance  plan  at  a  substantial 
reduction  in  premium. 


Judge  Named  for  Piedmont  & 
Northern  Hearing 

An  order  naming  Judge  Morris  A. 
Soper  to  sit  in  the  case  of  the  Piedmont 
&  Northern  Railway  in  the  United 
States  Court  for  the  Western  district 
of  South  Carolina,  has  been  issued.  The 
Piedmond  &  Northern  is  seeking  in  fed- 
eral court  to  have  a  ruling  of  the 
Interstate  Commerce  Commission  set 
aside  refusing  the  electric  railway  au- 
thority to  extend  its  lines  in  South 
Carolina  and  North  Carolina.  An  order 
of  Judge  Edmund  Waddill,  Jr.,  senior 
circuit  judge  of  the  Fourth  Federal  cir- 
cuit, appointed  Judge  Soper  to  sit  in  the 
place  of  Judge  H.  H.  Watkins,  Ander- 
son, S.  C.,  who  disqualified  himself  on 
the  grounds  of  previous  legal  connec- 
tions with  a  railway  concerned  in  the 
suit.  Coincidentally  with  announcement 
of  Judge  Soper's  appointment,  it  was 
made  known  that  counsel  for  the  Pied- 
mont &  Northern  had  asked  the  court 
that  three  judges  sit  in  the  case. 

Recently,  seven  steam  railroads  oper- 
ating in  the  Carolinas  filed  a  petition 
in  federal  court,  asking  to  be  made 
"parties  defendant"  with  the  government 
in  the  suit,  declaring  that  they  were 
"directly  and  indirectly"  aflfected  by  the 
proposed  extensions  of  the  electric 
railway. 


1048 


ELECTRIC  RAILWAY  JOURNAL 


Vol.? I,  No.25 


Franchise  Draft  Accepted 
in  Omaha 

The  Omaha,  Neb.,  City  Council  has 
accepted  the  draft  of  a  new  franchise  for 
the  Omaha  &  Council  Bluffs  Street 
Railway  drawn  by  Corporation  Counsel 
Van  Dusen.  J.  N.  Shannahan,  pres- 
ident of  the  company,  says  that  while  it 
contains  features  that  were  objection- 
able, the  city  has  shown  a  desire  to  co- 
operate with  the  company  in  maintain- 
ing railway  service,  and  that  if  voted  by 
the  people  next  November  the  grant 
will  be  accepted  by  the  company.  He 
thinks  that  its  provisions  are  such  that 
the  company  will  be  able  to  refinance 
itself  and  continue  serviceis«,Mr.  Shan- 
nahan expressed  pleasure  over  the 
amicable  settlement,  commending  the 
city  for  fairness  and  evidence  of  its 
intention  to  retain  service  within  the 
municipality. 

The  franchise  has  a  life  of  30  years, 
and  while  amendable  by  the  city  a 
change  can  be  made  only  when  it  is 
vitally  important  for  the  interests  of 
both  parties  to  the  contract.  The  fran- 
chise is  not  exclusive,  and  levies  upon 
the  company  the  old  obligations  with 
respect  to  grading  and  paving  where 
streets  are  improved  or  resurfaced. 
Extension  of  lines  may  be  ordered  by 
the  city,  while  the  company  cannot 
change  from  car  service  to  bus  service 
without  Council  permission.  The  com- 
pany may  utilize  bus  service  where  this 
type  is  agreed  as  and  is  jointly  desirable. 
The  city  abandons  its  old  contention  for 
free  rides  for  certain  classes  of  em- 
ployees. 

• 

Zone  System  in  Cleveland  Sought 

Joseph  H.  Alexander,  president  of  the 
Qeveland  Railway,  addressed  a  letter  to 
the  City  Council  of  Cleveland,  Ohio, 
under  date  of  June  18,  inviting  the 
Council  to  try  a  zone  system  of  collect- 
ing fares  for  a  period  of  not  less  than 
90  days.  He  took  this  action  in  accord- 
ance with  recommendations  of  the  board 
of  arbitration  which  recently  raised  the 
fare  in  East  Cleveland,  so  that  for  the 
next  five  years  it  will  always  be  higher 
than  the  Cleveland  rate  of  fare,  rising 
or  falling  with  the  Cleveland  rate.  The 
board  of  arbitration  predicted  the  even- 
tual scrapping  of  the  Tayler  plan  if  a 
zone  system  were  not  adopted. 

Mr.  Alexander  proposed  that  the 
Council  set  up  an  inner  and  outer  zone. 
The  fare  within  both  zones  would  be 
governed  by  the  condition  of  the  inter- 
est fund,  as  at  present,  rising  when  the 
interest  fund  goes  below  $500,000,  and 
going  down  when  the  interest  fund 
passes  the  $1,100,000  mark.  For  a 
through  ride  between  the  zones  he  sug- 
gested that  the  same  schedule  of  fares 
prevail  as  that  fixed  by  the  arbitrators 
for  East  Cleveland  in  the  case  recently 
decided  by  them. 

This  would  in  effect  establish  a  9-cent 
fare  for  certain  outlying  sections  of 
Cleveland,  such  as  West  Park  and 
Collinwood.  All  crosstown  lines  and  a 
number  of  the  main  lines  would  be 
wholly  within  the  inner  zone. 


It  is  not  expected  that  the  Council 
will  consider  the  proposal  seriously 
unless  some  arrangement  is  made  to 
put  the  high  rate  of  fare  in  effect  in 
Cleveland  Heights  and  Lakewood,  two 
of  the  major  suburbs. 


Increased  Fares  in  Galveston 

City  Commissioners  of  Galveston, 
Tex.,' have  adopted  ordinances  increas- 
ing car  fare  rates  of  the  Galveston  Elec- 
tric Company.  The  ordinance  provides 
for  a  sliding  scale  of  fares  from  10 
cents  to  5  cents.  On  June  30,  1927,  the 
company  submitted  to  the  Mayor,  City 
Commission  and  to  the  public  a  state- 
ment of  its  financial  status  indicating 
the  unprofitableness  of  the  railway  lines. 
Later  an  adjustment  in  fare  schedules 
was  suggested  by  the  company. 


Situation  in  Rome,  Ga., 
Will  Be  Studied 

Decision  in  the  case  of  the  Georgia 
Power  Company  asking  permission  to 
increase  fares  in  Rome,  Ga.,  has  been 
deferred  by  the  Public  Service  Commis- 
sion until  a  more  thorough  investigation 
can  be  made.  The  company  proposes  to 
increase  its  cash  fare  to  8  cents  and  to 
sell  two  tickets  for  15  cents,  with 
changes  in  the  rates  to  school  students 
as  well.  The  petition  stated  that,  with 
the  present  rates,  the  railway  was  los- 
ing money  and  was  supported  by  the 
Rome  Chamber  of  Commerce  and  rep- 
resentatives of  the  City  Commission. 
On  the  other  hand,  a  vigorous  protest 
was  made  by  two  citizens  of  Rome  in 
behalf  of  "the  poor  people  of  the  city." 
They  filed  a  detailed  statement  charging 
that  the  railway  department  might  be 
losing  money,  but  that  the  sale  of  power 
was     more     than     profitable     for     the 

companv. 

♦ 

St.  Louis-Kansas  City  Line  Permit 
Again  Denied 

The  Missouri  Public  .Service  Com- 
mission at  Jefferson  City  has  again 
denied  the  application  of  the  St.  Louis- 
Kansas  City  Short  Line  Railroad  for  a 
certificate  of  convenience  and  necessity 
for  the  construction  and  operation  of 
an  electric  interurban  railroad  connect- 
ing St.  Louis  and  Kansas  City.  After 
the  first  application  of  the  railroad  was 
denied  in  May.  1925,  a  second  applica- 
tion was  filed  with  the  commission  on 
Oct.  7,  1927,  and  many  hearings  were 
held. 

The  ruling  of  the  commission  was 
that  the  showing  of  the  proposed  rail- 
road as  to  revenues  that  could  be 
earned  to  support  it  was  not  sufficient 
to  warrant  granting  the  certificate. 
Commissioner  John  H.  Porter,  who 
wrote  the  decision,  further  held  that 
the  commission  was  not  satisfied  with 
the  financial  structure  of  the  proposed 
237  mile  railroad. 

Steam  railroads  operating  between  the 
two  chief  Missouri  cities  opposed  the 
proposed  electric  line. 


Seattle  Official  Takes  Rest 

D.  W.  Henderson,  superintendent  of 
the  Seattle  Municipal  Street  Railway, 
Seattle,  Wash.,  has  applied  for  and  re- 
ceived permission  from  the  City  Council 
for  an  extended  leave  of  absence,  on  ac- 
count of  illness  and  to  provide  a  needed 
rest.  Mr.  Henderson  has  been  in  active 
charge  of  the  operations  of  the  munici- 
pal lines  in  Seattle  since  the  road  there 
was  taken  over  by  the  city  from  the 
Puget  Sound  Power  &  Light  Company, 
by  which  he  was  formerly  employed. 


Mr.  Witt  Thrives  on  Politics 

Peter  Witt,  former  street  railway 
commissioner  of  Cleveland,  Ohio,  and  in- 
ventor of  the  Peter  Witt  car,  is  a  candi- 
date for  the  Democratic  nomination  for 
Governor  of  Ohio  at  the  primaries  on 
Aug.  14.  He  is  running  on  an  "elect 
Al  Smith"  platform. 

Last  December  Mr.  Witt  completed 
four  years  of  service  in  the  Cleveland 
City  Council.  He  was  not  a  candidate 
for  re-election  and  announced  he  had 
made  up  his  mind  to  keep  out  of  politics. 
But  recently  a  group  of  his  friends  at 
the  City  Club  at  noon  got  up  a  petition 
nominating  him  for  Governor  and  by 
nightfall  Mr.  Witt  had  decided  to  run. 


Nation's  Traffic  Award  Made  to 
Two  Railway  Men 

Two  railway  men  were  among  the 
victors  in  Nation's  Traffic  national  traffic^ 
contest  and  received  prizes  from  the 
Committee  of  Awards  which  met  in  St. 
Louis  May  21  and  22  to  judge  the  sev- 
eral hundred  manuscripts  entered.  The 
first  award  of  $2,500  for  "Text  for  Uni- 
form Traffic  Ordinance"  was  divided  in 
equal  amounts  between  Walter  W.  Ken- 
nedy, assistant  to  the  vice-president  of 
the  Birmingham  Electric  Company, 
Birmingham,  Ala.,  and  Robert  H.  Nau, 
secretary  of  the  street  traffic  committee, 
Chicago  Association  of  Commerce,  Chi- 
cago, 111.  The  award  of  $1,000  for 
"Plan  for  the  Solution  of  Municipal 
Parking  Problems"  was  won  by  Leon 
R.  Brown,  safety  engineer  of  the  New 
York  State  Railways,  Rochester,  N.  Y., 
and  chairman  of  the  traffic  committee  of  ; 
the  Rochester  Engineering  Society. 
Other  awards  dealt  with  traffic  violators  ' 
and  adult  and  juvenile  education. 

The  eight  participants  were  awarded 
a  total  of  $6,850.  The  significance  of 
the  contest,  according  to  Nation's 
Traffic  was  evidenced  by  the  number  of 
prominent  men  who  deemed  it  of  suffi- 
cient importance  to  devote  time  to  it. 

In  the  report  of  the  Committee  of 
Awards  it  was  stated  that  outstanding 
plans  or  suggestions  of  a  practicable  and 
generally  useful  nature  other  than  those 
which  have  been  the  subject  of  past  ex- 
periments were  not  presented  in  this 
contest;  also  that  several  of  the  sug- 
gestions to  which  awards  had  been  made 
were  not  so  complete  or  so  competent 
as  might  be  produced  by  combinations  of 
plans  now  in  effect  in  different  parts  of 
the  country. 


June  23, 1928 


ELECTRIC  RAILWAY  JOURNAL 


1049 


Recent  Bus  Developments  . 

^ —  " 


Modified  Proposals  in  Knoxville 

The  motor  bus  committee  of  the  City 
Council  of  Knoxville,  Tenn.,  has  re- 
ceived a  new  proposition  from  the 
Knoxville  Power  &  Light  Company  for 
the  operation  of  buses  in  co-ordination 
with  street  cars.  That  company  now 
has  two  proposals  before  the  city. 

The  first  one  was  to  establish  four 
bus  routes,  to  be  known  as  the  Sevier- 
ville  Pike,  Beaumont,  Whittle  Springs 
and  Lonsdale  routes.  The  company 
proposed  that  riders  getting  on  street 
cars  and  transferring  to  buses  pay  4 
cents  extra  for  transfers,  in  addition  to 
the  6-cent  token.  Riders  who  boarded 
buses  first  would  pay  10  cents  whether 
or  not  they  transferred  to  street  cars. 

The  Council  committee  then  demanded 
that  Power-Light  eliminate  the  4-cent 
transfer,  give  school  children  5-cent 
fare,  and  relocate  the  Kingston  Pike 
street  car  line  to  the  middle  of  the  pike. 
The  company  in  its  reply  refused  to 
eliminate  the  4-cent  transfer,  but  agreed 
to  relocate  the  track  if  the  city  would 
pay  half  the  cost.  The  city  refused,  and 
City  Manager  Roehl  intervened  and 
asked  for  further  time.  Mr.  Roehl  pre- 
sented this  proposition  from  Power- 
Light: 

First,  Power-Light  agrees  to  put  on  the 
four  bus  lines  recommended  by  the  City 
Planning  Commission,  provided  the  city 
would  grant  franchises  over  the  routes  sub- 
ject to  approval  of  the  company's  legal 
department. 

Second,  the  company  will  abandon  its 
Kingston  Pike  right-of-way  so  the  pike 
can  be  widened  and  paved  by  the  city,  and 
agrees  to  put  on  a  trackless  trolley  on 
present  Lyon's  View  route,  if  the  city  will 
give  the  necessary  franchise  which  would 
be  subject  to  approval  of  the  company's 
attorney.  The  city  was  asked  to  let  the 
present  tracks  remain  until  the  pike  is 
paved.  All  obligations  against  the  com- 
pany for  paving  cost  on  the  pike  would  be 
eliminated. 

Third,  sanction  by  the  city  of  a  7-cent 
token  fare,  with  a  universal  free  transfer 
from  street  cars  to  buses,  and  vice  versa. 

C.  H.  Harvey,  president,  said  the 
Knoxville  Power  &  Light  Company 
would  put  on  the  trackless  trolley  under 
either  the  original  or  alternative  propo- 
sition. 


Applications  and  Opposition 
in  St.  Louis 

The  St.  Louis,  Mo.,  Board  of  Public 
Service  held  a  public  hearing  on  the  ap- 
plication of  the  People's  Motorbus  Com- 
pany on  June  13  for  a  permit  to  operate 
buses  on  Oakland  Avenue  westward 
from  Kingshighway  to  the  Zoo  in 
Forest  Park.  Opposition  was  voiced  by 
the  St.  Louis  Public  Service  Company 
because  the  proposed  bus  line  would 
compete  with  its  Market  car  line  in  the 
territory  south  of  Forest  Park.  At  the 
hearing  the  railway  asked  to  operate  a 


bus  line  of  its  own  from  Arsenal  Street 
into  the  Lindenwood  district,  now  served 
by  the  Russell  Boulevard-Southwest 
Avenue  line  of  the  People's  Motorbus 
Company. 

The  People's  Motorbus  Company  has 
also  applied  for  a  permit  to  operate  a 
5-cent  loop  bus  line  to  the  levee  for  the 
convenience  of  river  excursionists. 


New  Service  in  Prospect  on 
Indiana  Line 

Five  new  21 -passenger  buses  will  be 
put  into  operation  shortly  by  the  Evans- 
ville  &  Ohio  Valley  Railway.  Three  of 
these  will  replace  electric  railway  serv- 
ice between  Evansville  and  ^t.  Vernon, 

Ind. 

♦ 

Acquisition  of  Bus  Line 
by  Roanoke  Railway 

Control  and  management  of  the  Safety 
Motor  Transit  Corporation,  Roanoke, 
Va.,  has  passed  from  the  hands  of  the 
former  officers  of  the  corporation  to 
these  of  the  Roanoke  Railway  &  Elec- 
tric Company.  Officers  of  the  Safety 
Motor  Transit  Corporation  have  re- 
signed, but  it  is  understood  that  the 
employed  force  will  be  retRned  prac- 
tically intact  by  the  owners. 


Plan  in  Seattle  Suburb  Under 
Consideration  by  New  Regime 

The  proposition  of  starting  a  com- 
bination bus  and  railway  service  to  pro- 
vide more  adequate  transportation  to  the 
suburban  district  of  Green  Lake,  Seattle, 
Wash.,  which  has  been  under  considera- 
tion for  months,  has  been  temporarily 
abandoned.  A  plan  evolved  by  D.  W. 
Henderson,  superintendent  of  railways, 
and  approved  by  the  City  Council  utili- 
ties committee,  has  been  turned  over  for 
consideration  to  the  new  administration, 
headed  by  Mayor  Frank  E.  Edwards, 
who   succeeded    Bertha    K.   Landes,   otl 

June  4. 

• 

Washington  Company  Buys 
Suburban  Line 

The  Washington  Railway  &  Electric 
Company,  Washington,  D.  C,  has  an- 
nounced that  it  has  brought  to  a  success- 
ful termination  the  negotiations  involv- 
ing the  purchase  of  the  Montgomery 
County  bus  line.  Since  this  bus  line 
parallels  one  of  the  railway  company's 
suburban  lines,  the  services  may  be  co- 
ordinated. Under  the  terms  of  the  pur- 
chase agreement,  the  bus  line  retains  its 
corporate  identity.  The  bus  line  is 
owned  and  controlled  entirely  by  citi- 
zens of  Rockville.  Four  buses  have  been 
making  thirteen  round  trips  a  day  be- 
tween Washington  and  Rockville,  MJ. 


Would  Seek  Certificate  in 
San  Bernardino 

The  Pacific  Electric  Railway  has  ap- 
plied to  the  California  Railroad  Com- 
mission for  a  certificate  to  operate  motor 
coach  passenger  service  between  its 
Third  Street  station  and  Pickering  Park 
in  the  city  of  San  Bernardino. 


Jitneys  Barred  in  Louisville 

Announcement  was  made  in  Louis- 
ville, Ky.,  on  June  18  that  jitney  buses 
would  be  eliminated  from  the  streets  of 
Louisville  on  July  1.  Such  transpor- 
tation was  first  established  in  Louisville 
about  fifteen  years  ago,  and  while  it  has 
never  amounted  to  a  great  deal  in  the 
better-class  sections  of  the  city,  there 
have  been  a  good  many  buses  on  Mar- 
ket Street,  which  carries  two  of  the 
best  revenue-producing  lines  of  the 
Louisville  Railway.  Mayor  Harrison 
after  a  conference  with  James  P. 
Barnes,  of  the  Louisville  Railway,  and 
City  Attorney  James  P.  Baskett,  in  a 
formal  statement  to  the  press,  stated 
that  he  would  confer  with  the  City 
Attorney  and  Board  of  Safety  looking 
to  the  enforcement  of  that  part  of  the 
traffic  code  on  jitney  elimination. 

Under  decision  of  the  Court  of  Ap- 
peals last  year  no  bus  may  operate  in 
Louisville  without  a  franchise,  and  the 
Louisville  Railway  holds  the  bus  fran- 
chise and  is  operating  several  lines. 
City  officials  expressed  the  opinion  that 
the  jitneys  were  being  illegally  operated. 
Under  a  new  traffic  ordinance  that  is 
now  in  effect,  they  are  barred  from  the 
streets,  unless  under  franchise. 

Mayor  Harrison,  just  back  from  the 
Republican  Convention  in  Kansas  City, 
commented  on  the  fare  there  being 
6s  cents  for  tickets,  and  8  cents  cash; 
10  cents  bus,  with  free  transfer  privilege ; 
and  1 5-cent  bus  fare  where  the  bus  fol- 
lows the  car  line. 


Service  Improves  in 
Oklahoma  City 

The  entire  system  of  the  Oklahoma 
Railway,  Oklahoma  City,  Okla.,  was 
brought  closer  together  by  the  estab- 
lishment of  the  new  Seventeenth  Street 
Loop  cars  and  the  increase  in  service  in 
the  northwest  section.  In  line  with  the 
scheme  of  bus  operation  in  other  large 
cities,  two  bus  routes  have  been  made 
feeder  lines.  Bus  service  on  the  lines 
affected  is  at  closer  intervals  during  the 
day  than  formerly,  while  street  car 
schedules  are  also  much  increased. 
The  routing  and  scheduling  of  car* 
made  the  entire  system  more  accessible 
by  eliminating  the  necessity  for  cross- 
town  passengers  to  come  all  the  way 
downtown  through  traffic  and  back  and 
speeded  up  service  over  the  entire  line. 
Northwest  Oklahoma  City,  where  the 
first  improvements  in  car  and  bus  serv- 
ice were  offered  to  the  public  as  the 
result  of  recent  surveys  made  by  the 
railway,  has  been  highly  pleased,  ac- 
cording to  a  canvass  of  the  routes  made 
recently. 


1050 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No25 


Financial  and  Corporate 


=gte^ 


Underlier  Hearing  Started 

Commission  begins  inquiry  into  possibility 

of  city  purchasing  Philadelphia  Rapid 

Transits'  leased  lines 

HEARINGS  were  started  on  June 
18  before  the  Pennsylvania  Pub- 
lic Service  Commission  on  the  applica- 
tion of  the  City  of  Philadelphia  for 
placing  of  valuation  on  properties  of 
the  underlying  companies  making  up 
the  Philadelphia  Rapid  Transit  Com- 
pany system,  as  a  step  looking  to  their 
condemnation  by  the  city. 

At  the  outset  Commissioner  Benn 
read  a  statement  which  follows  in  part: 

The  proceeding  before  the  commission  is 
unusual  and,  so  far  as  we  are  able  to  de- 
termine, without  precedent.  We  are  not 
called  upon,  as  the  Public  Service  Commis- 
sion, or  in  any  other  capacity,  to  express 
approval  or  disapproval  of  the  condemna- 
tion of  the  properties  of  the  underlying 
companies.  The  commission's  certificate 
of  public  convenience  is  not  asked  for,  nor 
is  it  necessary,  and  the  commission's  reg- 
ulatory or  administrative  judgment  is  not 
mvoked  or  involved  in  this  proceeding. 

It  is  possible,  even  probable,  that  later 
proceednigs  must  be  taken  under  the  pro- 
visions of  the  Public  Service  Company  law 
in  the  event  that  the  city  consumates  the 
condemnations  authorized  by  the  Legisla- 
ture. Not  until  then,  in  this  matter,  will 
the  commission  function  under  the  provi- 
sions of  the  act  of  July  26,  1913,  and  its 
supplements. 

As  we  view  the  Act  of  1927,  the  only 
parties  who  have  the  right  to  appear  at 
this  hearing  and  be  made  parties  to  the 
record  are  the  city  of  Philadelphia  and  the 
underlying  companies  named  in  the  petition, 
i  he  sole  duty  or  function  of  the  commis- 
sion under  this  act  is  to  determine  the 
comiiensation  or  damages  to  be  |)aid  by  the 
city  to  the  owner  or  owners  of  the  property. 

In  a  friendly  action,  in  which  coun- 
sel and  officials  of  the  underlying  com- 
panies have  joined  with  the  city  solici- 
tor and  his  staff,  the  commission  has 
been  petitioned  to  appraise  the  holdings 
of  the  underliers  and  fix  a  fair  price 
tor  their  acquisition  by  the  city. 

Under  the  McChord  plan,  which  was 
submitted  last  year  to  the  commission 
and  the  city,  the  city,  it  was  said,  could 
effect  a  saving  of  $4,500,000  a  year  by 
substituting  it.self  as  lessor  in  place  of 
the  underliers  and  collecting  the  ap- 
proximately $9,000,000  which  the  P  R 
1 .  pays  each  year  to  those  .systems  in 
rentals.  The  price  recommended  to  be 
paid  for  the  underliers  by  Mr.  McChord 
was  $136,000,000  and  not  $36.000  000 
as  was  made  to  appear  in  the  Journal 
for  June  16. 

The  underliers  have  formed  four 
committees  to  represent  the  stock- 
holders of  the  lessor  companies. 

At  the  opening  hearing  city  Solicitor 
Ashton  moved  that  the  commission 
issue  an  order  on  the  underlying  com- 
panies party  to  the  valuation  calling  on 
their  representatives  to  answer  within 
30  days  the  city's   petition,   filed   with 


the  commission,  announcing  its  "declar- 
ation of  intention"  to  take  over  the 
franchises  by  condemnation. 

The  order  was  issued  accordingly, 
and  counsel  for  the  underliers  an- 
nounced that  they  would  file  answer 
within  that  time.  The  city,  Mr.  Ash- 
ton said,  is  prepared  to  proceed  with 
the  hearings  meanwhile,  and  Mr.  Benn 
announced  in  conclusion  that  if  the  un- 
derliers assented,  a  date  convenient  to 
all  would  be  fi.xed  for  the  next  session. 


Mr.  Maltbie  Retained  in 
Washington  Case 

.Milo  Roy  Maltbie,  former  Public 
Service  Commissioner  of  New  York,  has 
been  retained  in  connection  with  the 
valuation  survey  of  the  railway  lines 
and  the  bus  company  in  Washington, 
D.  C,  which  it  is  intended  shall  be  con- 
solidated. The  matter  was  before  the 
District  of  Columbia  committee  of  the 
Senate  at  the  recent  session  of  Congress, 
and  was  referred  to  a  sub-committee  for 
a  report  in  the  fall.  The  railways  fixed 
a  valuation  figure  of  $50,000,000  on 
their  properties,  but  contended  that 
under  allowances  made  in  other  valua- 
tion cases  their  holdings  would  scale 
$62,000,000. 

• 

Pennsylvania  Line 
Suspends  Service 

The  Fairchance  &  Smithfield  Traction 
Company,  Uniontown,  Pa.,  ceased  op- 
eration on  May  14,  1928.  Receipts  had 
been  less  than  expenses  since  January 
of  this  year.  Proceedings  are  pending 
for  dissolution  of  the  company.  Track- 
age covers  2.75  miles. 


Preferred  Stock  Offered 
in  St.  Louis 

The  Missouri  Public  Service  Com- 
mission has  authorized  the  St.  Louis 
Public  Service  Company,  St.  Louis, 
Mo.,  to  issue  27,000  shares  of  Series  A 
preferred  7  per  cent  stock  to  he  used 
in  conversion  of  approximately  $2,250,- 
000  of  five-year  gold  notes  issued  when 
the  company  took  over  the  properties  of 
the  defunct  United  Railways.  The  con- 
version mu.st  be  made  before  Dec.  31, 
1928. 


Upward  Trend  in  Recent  Income 
Statements 

For  the  eleven  months  ended  May  31, 
1928,  gross  revenue  of  the  Interborough 
Rapid  Transit  Company,  New  York, 
N.  Y.,  was  $61,886,726,  an  increase  of 
$3,747,409  over  the  eleven  months  ended 
May  31,  1927.  The  balance  after  con- 
sideration of  dividend  rentals  was  $2,- 
949,612,  representing  an  increase  of 
$1,583,939  over  a  similar  period  of  1927. 

On  the  Brooklyn-Manhattan  Transit 
System,  Brooklyn,  N.  Y.,  total  operating 
revenues  were  $43,411,306  for  the  eleven 
months  ended  May  31,  1928,  compared 
with  $42,735,617.  The  net  income  after 
total  income  deductions  was  $5,938,320 
for  this  year's  period  compared  with 
$5,805,322  for  a  similar  period  of  last 
year. 

International  Railway,  Buffalo,  N.  Y., 
reports  to  the  New  York  State  Public 
Service  Commission  for  the  quarter 
ended  March  31,  1928,  net  income  of 
$123,048  after  fixed  charges  compared 
with  net  loss  of  $124,888  in  the  corre- 
sponding quarter  of  1927. 

Operation  of  the  Cincinnati  Street 
Railway,  Cincinnati,  Ohio,  run  under 
a  service-at-cost  arrangement,  for  May 
resulted  in  a  surplus  of  $1,658.  The  fig- 
ures follow :  Net  operating  revenue 
$213,690;  operating  income  $145,433; 
non-operating  income  $1,938;  gross  in- 
come $147,371 ;  rental,  interest  sinking 
fund,  and  return  on  capital  $145,713; 
.surplus  $1,658. 

The  Unitefl  Electric  Railways,  Provi- 
dence, R.  I.,  reports  for  May  net  income 
of  $42,606  against  $28,863  in  May  1927. 
Net  income  for  five  months  ended  Mav 
31,  1928,  was  $252,275  against  $243.30"5 
in  the  similar  period  of  1927. 

The  Chicago  Surface  Lines  carried 
138.464.269  passengers  in  May,  com- 
pared with  133,359,809  in  April  and 
133,938,656  in  May,  1927.  Revenue  pas- 
sengers carried  showed  an  increase  of 
1,482,650  over  the  same  period  last  year. 
The  largest  number  of  passengers  car- 
ried in  any  one  month  was  in  March, 
1928,  when  139,179,092  riders  were 
transported. 

Gross  for  May  of  this  year  was  $5,- 
304,553  against  $5,205,735  in  the  similar 
month  in  1927.  Divisible  receipts  for 
the  month  totaled  $465,245  against  $452,- 
579  in  May  of  last  year.  These  divisible 
receipts  are  the  largest  reported  since 
December  of  last  vear. 


Short  Abandonment  in 
Washington  Authorized 

Permission  to  abandon  about  3  miles 
of  track  of  the  Spokane,  Coeur  d'Alene 
&  Palouse  Railway,  formerly  in  the 
Inland  system,  has  been  granted  the 
Spokane,  Wash.,  company  by  the  Inter- 
state Commerce  Commission.  About  a 
third  of  a  mile  is  within  the  Spokane 
city  limits  and  about  2^  miles  is  east  of 
the  city  limits. 


Maine  Branch  Line  to  Be 

Abandoned 

The  Biddeford  &  Saco  Street  Rail- 
way, Biddeford,  Me.,  has  ;iinnounced 
that  the  branch  line  between  City  Square 
and  West  Street  will  be  discontinued 
on  June  30.  Last  winter  there  was 
much  public  opposition  to  abandoning 
this  line.  Many  persons  who  own  auto- 
mobiles have  since  taken  occasion  to 
ride  the  trolleys  whenever  possible  so 
that  the  line  might  be  continued.  De- 
spite the  aid  of  a  loyal  public  the  man- 
agement has  found  the  line  does  not 
derive  sufficient  revenue  to  pay  operat- 
ing expenses. 


June  23, 1928 


ELECTRIC  RAILWAY  JOURNAL 


1051 


City  Supervisor  Commends 
Dallas  Railway 

During  the  year  ended  April  30,  1928, 
the  Dallas  Railway  &  Terminal  Com- 
pany, Dallas,  Tex.,  completed  and  put 
into  operation  2.9  miles  of  extensions 
and  8.8  miles  of  bus  lines.  Everman 
Plan  No.  4  was  completed  with  the 
exception  of  the  Junius  Height  exten- 
sion held  up  by  legal  proceedings.  These 
facts  were  co_ntained  in  the  report  of 
John  W.  Everman,  the  Supervisor  of 
public  utilities  of  the  city  of  Dallas. 
He  stated  that  the  four  utility  compa- 
nies worked  closely  with  the  department 
and  in  co-operation  with  each  other  in 
all  matters  looking  to  the  interests  of 
the  city. 

The  report  says  that  the  railway  serv- 
ice  is   generally   satisfactory,   the   com- 

L  pany  exerting  every  effort  to  keep  it  up 
to  a  high  standard.  Both  the  number 
of  cars  in  operation  and  the  total  mile- 
age in  the  past  year  have  been  increased. 
The  speed  of  cars  has  been  increased 
from  9.10  m.p.h.,  last  year  to  9.28  this 
year. 

In  reviewing  the  statistics  of  the  road, 
Mr.  Everman  said  that  the  company 
was  operating  121.83  street  car  track- 
miles  and  13.2  bus-miles,  that  102 
double-truck  one-man  cars  were  in  oper- 
ation, of  which  50  were  rebuilt  and 
placed  in  service  during  1927. 

During  the  past  year  the  company 
rebuilt  and   repainted  the   62   one-man 

'  Birney   cars   and   also   overhauled   and 

.  repainted  50  of  the  practically  new  60 
Peter   Witt   cars.     The  other  ten  will 

'  go  through  the  shops  for  similar  im- 
provement in  the  near  future.  Out- 
standing improvements  and  betterments 
to  track  and  right-of-way  in  the  way 
of  extensions,  rebuilding  of  tracks,  pav- 
ing and  repaving  completed  in  the  past 
year  totaled  $413,672  in  cost,  and  im- 
provements made  over  and  above  the 
ordinary  maintenance  cost  $75,000. 

The  report  refers  to  the  company's 
application  to  the  Mayor  and  Board  of 
Commissioners  for  increase  in  existing 
fares  and  the  withdrawal  of  the  petition 
following  a  recommendation  made  by  a 
citizens'  committee  that  it  take  this  ac- 
tion. No  change  was  made  and  the 
rates  at  the  time  the  application  was 
made, are  still  in  effect  as  follows: 

Adults,  7  cents  cash. 
Adult  ticket  fare,  five  for  30  cents. 
Students'  tickets,  3  cents. 
Children    five    to    twelve    years    of    age, 
3  cents. 

Free  universal  transfer. 

Later  certain  matters  which  had  been 
under  consideration  for  a  long  period 
were  satisfactorily  adjusted  by  the  com- 
pany and  the  supervisor.  These  included 
the  return  to  surplus  reserve  by  the 
company  of  $41,922,  representing  an 
amount  heretofore  withdrawn  from  sur- 
plus reserve  over  and  above  the  current 
7  per  cent  fixed  return  credited  to  the 
deficit  in  fixed  return ;  and  also  full 
settlement  was  made  as  between  the 
Dallas  Power  &  Light  Company  and 
the  Dallas  Railway  &  Terminal  Com- 
pany covering  bills  for  power  rendered 
dating  back  to  June,  1921,  and  govern- 


ing in  the  future  in  rendition  of  bills 
until  further  notice.  In  rendering  these 
bills  originally  there  was  a  misinterpre- 
tation of  the  order  setting  forth  the  rate 
to  be  charged  and  in  the  final  adjust- 
ment the  companies  accepted  the  super- 
visor's interpretation  and  the  Dallas 
Power  &  Light  Company  returned 
$245,577  to  the  Dallas  Railway  &  Ter- 
minal Company.  This  sum  was  credited 
to  surplus  reserve  of  the  Dallas  Railway 
&  Terminal  Company. 


Changes  in  Conspectus 
of  Indexes 

Three  changes  will  be  noted  this 
month  in  the  Conspectus  of  Indexes 
which  is  compiled  for  the  Electric 
Railway  Journal  by  Albert  S. 
Richey,  Worcester,  Mass.  One  of  these 
changes  consists  of  the  inclusion  of  an 
index  which  is  entirely  new  to  the 
Conspectus,  the  second  is  in  the  form 
of  one  of  the  indexes,  and  the  third  is 
a  change  in  the  period  covered  by  the 
peak  figures.  These  changes  are  shown 
in  the  accompanying  table. 

The  Industrial  Activity  Index  of  the 
Electrical  World  is  now  included  in 
the  Conspectus.  This  index  is  based  on 
the  amount  of  electrical  power  used  for 
power  purposes  by  industrial  concerns 
in  the  United  States,  and  is  referred 
to  the  average  monthly  index  for 
the  years  1923-1925,  inclusive,  as  a 
base.  It  is  corrected  for  the  number 
of  days  in '  the  individual  months  and 
by  the  elimination  of  Sundays  and 
general  holidays.  This  index  repre- 
sents the  relative  daily  use  of  electri- 


cal power  by  manufacturing  industries, 
and  is  generally  considered  a  very  good 
index  of  industrial  activity  in  the 
country  as  a  whole.  It  should  be  of 
considerably  greater  value  than  the 
monthly  figure  of  Unfilled  Steel  Order 
tonnage,  which  it  replaces. 

Beginning  with  this  number.  Bank 
Clearings  outside  of  New  York  City  are 
shown  as  an  index  number  (with  the 
average  of  1926  as  a  base)  instead  of 
the  dollar  figure  in  billions  as  hereto- 
fore. Bank  clearings  in  126  cities  out- 
side of  New  York  City  are  included, 
and  in  the  calculation  of  the  index  the 
average  daily  figure  is  used,  eliminat- 
ing Sundays  and  nine  general  holidays. 
The  index  is  also  corrected  for  the 
seasonal  variations  which  occurred  in 
the  years  1923-1927,  inclusive.  The 
new  index  form  should  be  of  consid- 
erably greater  value  than  the  uncor- 
rected dollar  figure  which  has  been 
shown  heretofore. 

The  last  two  columns  of  the  Con- 
spectus now  show  the  high  and  low 
figures  for  the  last  preceding  five  years 
instead  of  since  the  World  War,  as 
formerly.  The  years  1919-1922  in- 
cluded abnormal  fluctuations  of  several 
of  the  indexes,  principally  due  to  the 
violent  changes  in  the  readjustment  of 
affairs  immediately  following  the  close 
of  the  war.  Since  1923  there  have  been 
no  such  abrupt  changes  and  most  of  the 
indexes  have  been  following  trends 
which  now  may  be  considered  as  more 
or  less  normal.  For  this  reason  it  is 
believed  that  at  present  there  will  be 
more  interest  in  a  presentation  of  the 
high  and  low  peaks  for  the  last  five 
years. 


Conspectus  of  Indexes  for  June,  1928 

Compiled  for  Publication  in  Electric  Railway  Journal  by 

ALBERT   8.  BICHKT 
Blectrtc  Railway  Kngineer,  Worcester,  Meiss. 


I  atest 

Month 
Ago 

Year 
Aeo 

Last  5  Years 

Hich 

May 
1928 
7.62 

Low 

Street  Railway 

Fares* 

1913  =  4.84 

June 
1928 
7.62 

June 
1928 
141.4 

May 
1928 
7.62 

June 
1927 
7.44 

June 

1927 

143.0 

May 
1923 
6.88 

Electric  Railway 

Materials* 
1913  =  100 

May 

1928 

140.4 

May 

1928 

229.2 

April 

1923 

175.3 

Feb. 

1928 

139.5 

Electric  Railway 

Wages* 
1913  =  100 

June 

1928 

23».2 

June 

1927 

227. S 

May 
1928 
229.2 

March 

1923 

206.8 

Am.  Elec.  Ry.  Assn. 

Construction  Cost 
(Elec.  Ry.)  1913  =  100 

June 

1928 

202.7 

May 

1928 

201.9 

June 

1927 

200.6 

June 

1927 

205.6 

March 

1924 

206.8 

Jan. 
1923 
187.3 

Eng.  News-Record 

Construction  Cost 
(General)  1913  =   100 

June 

1928 

206.2 

May 

1928 

207.0 

March 

1924 

224.7 

Nov. 

1927 

262.0 

V.S.  Bur.  Lab.  Stat. 

Wholesale  Commod- 
ities 1926  =    100 

May 
1928 
98.6 

April 
1928 
97.4 

May 
1927 
93.7 

March 

1925 

104.8 

April 
1927 
93.7 

Bradstreet 

Wholesale  Commod- 
ities 1913  =  9.21 

June 
1928 
13.10 

May 

1928 

13.44 

June 

1927 

12.43 

Dec. 
1925 
14.41 

July 

1924 

12.23 

U.  S.  Bur.  Lab.  Stat. 

Retail  Food 
1913  =  100 

May 

1928 

153. 8 

April 

1928 

152.1 

May 
1927 
155.4 

Nov. 

1925 

16  7.1 

May 

1924 

141.0 

CostofUTlng 

Nat.  Ind.  Conf.  Bd 
1914  =  100 

May 

1928 

161.5 

April 

1928 

160.8 

May 

I92> 

163.7 

Nov. 

1925 

171.8 

Feb. 

1923 

157.5 

Industrial  Activity 

Elec.Worid— Kw.-hr. 
used  1923-25  =  100 

•May 

1928 

110.0 

April 

1928 

119.3 

May 

1927 

122.5 

Feb. 

1928 

127.7 

July 
1924 
73.4 

Bank  Clearings 

Outside  N.  Y.  City 
1926=  100 

May 

1928 

108.4 

April 

1928 

105.6 

May 

1927 

102.4 

May 
1928 
108.4 

Aug. 
1923 
81.6 

Business  Failures 

Number 
Liabilities  (Millions) 

May 

1928 

1748 

36.64 

April 
1928 
1672 

41.13 

May 

1927 

1617 

39.92 

Jan. 

1924 

2231 

122.95 

Aug. 
1925 
1353 

27.22 

*The  three  index  numbers 
marked  with  an  asterisk  are 
computed  by  Mr.  Richey,  as 
follows :  Fares  index  is  aver- 
age street  railway  fare  in  all 
United  States  cities  with  a 
population  of  50,000  or  over 
except  New  York  City,  and 
weighted  according  to  popula- 
tion. Street  Railway  Materials 
index  is  relative  average  price 
of  materials  (including  fuel) 
used  in  street  railway  operation 
and  maintenance,  weighted 
according  to  average  use  of 
such  materials.  Wages  index 
is  relative  average  maximum 
hourly  wage  of  motormen, 
conductors  and  operators  on 
136  of  the  largest  street  and 
interurban  railways  operated 
in  the  United  States,  weighted 
according  to  the  number  of 
such  men  employed  on  these 
roads. 


1052 


ELECTRIC   RAILWAY  JOURNAL 


Vol.71,  N  0.25 


London  Reports  Good  Year — 

1,668,827,029  Passengers 

In  reporting  upon  the  operations  of 
the  London  Underground  group,  Lord 
Ashfield,  chairman,  said  1927  con- 
stituted a  record  for  that  group  of 
companies.  The  group  covers  the 
Metropolitan  District  Railway,  London 
Electric  Railway,  City  &  South  London 
Railway,  Central  London  Railway  and 
London  General  Omnibus.  The  num- 
ber of  passengers  carried  was  almost 
1,669,000,000  and  in  addition  604,000,- 
000  passengers  were  carried  by  other 
companies  with  which  the  Underground 
is  associated.  He  said  the  local  traffic 
in  London  was  exceeded  only  in  New 
York.  The  number  of  passengers 
carried  bv  the  London  Underground 
group  increased  110.000,000  over  1926. 


These  facts  were  disclosed  at  an  ordi- 
nary general  meeting  held  on  Feb.  23. 

Gross  traffic  receipts  for  the  year 
were  £13,951,391  representing  an  in- 
crease over  1926  of  £753,764.  Miscel- 
laneous receipts  amounted  to  £978,325, 
an  increase  of  £51,215  over  1926.  This 
was  attributed  to  the  successful  way  in 
which  the  commercial  advertising  was 
handled.  Gross  receipts  of  the  group 
for  the  year  were  £14,929,716.  Manag- 
ing Director  Ashfield  explained  the 
distribution  cf  this  sum  of  money. 
The  average  rate  of  return  for  the 
year  v/as  4.66  per  cent  against  4.09  per 
cent  a  year  ago,  which  he  claimed  was 
"short  of  that  reasonable  return  to 
which  we  are  fully  entitled." 

He  summarized  the  gains  of  the  year 
stating  that  the  car-miles  run  by  trains 
and   omnibuses   had   increased  by   21,- 


COMPARATIVE  STATEMENT  OF  THE  OPERATING  RESULTS  OF  THE  LONDON  UNDER- 
GROUND GROUP,  YEAR   1927,  COMPARED  WITH   1926 


. — Railways   Totals 
1927         Increase 
£  £ 
TraflGcl-eceipta  after  the  operation  of  the 
oommon  fund  under  the  terms  of  the 
London  Electric  Railway  Companies' 
facilities  act  agreement,  dated  Dec. 
21,    191 5,   and  supplemental   agree- 
ment, dated  Dec.  8,  1 92 1 5,404,659      578,745 

Expenditure 3,225,350      217,454 

Net  receipts 2,179,309      361,291 

Miscellaneous  receipt*,  net 596,329        58,630 

Netincome 2,775,638      419,921 

Interest,  rentals  and  other  fixed  charges  1,433,289      210,669 

BaUnce 1,342,349      209,252 

Appropriation  to  reserve  for  contin- 
gencies and  renewals 185,000        30,000 

Balance 1,157,349      179,252 

Dividends  on  guaranteed  and  preference 
stocks 389,477       

Balance 767,872      179.252 

>4dd  balance  from  last  year's  accounts. .      242,191        tS,i8t 

Total  amoimt  available  for  dividends  on 
ordinary  stocks  and  shares  and  for 
other  purposes 1,010,063      163,770 

Dividends  on  ordinary  stocks  and  shares     681,718        77,615 
Rate  per  cent,  per  annum 4  .46 

Balance  carried  forward  to  next  year's 

accounts 328,345       86,155 

Italica  denote  decrease. 


London  General 
Omnibus   Company, 
Ltd. 
1927         Increase 


1927 
£ 


Total 


Increase 
£ 


8,546,732 
8,061,259 

175,019 
62,344 

13,951,391 
1 1,286,609 

753,764 
279,798 

485,473 
381,996 

112,675 

7.ilS 

105,260 
25,510 

2,664,782 
978,325 

3,643,107 
1,693,134 

473,966 
51,215 

867,469 
259,845 

525,181 
236,179 

607,624 

79,750 

1,949,973 

289,002 

345,600 

20,000 

530,000 

50,000 

262,624 

59,750 

1,419.973 

389.477 

1,030,496 
306,316 

239,002 

262,624 
64.125 

59,750 
S,376 

239,002 

18,858 

326.749 

56.374 

1,336,812 

220,144 

240,625 
7 
(Free  of  Tax) 

34.375 

1 

1 

922,343 
4.66 

111,990 
.57 

86,124       21.999 


414,469      108,154 


MISCELLANEOUS   STATISTICS   OF   LONDON   UNDERGROUND   GROUP   FOR   YEAR    1927 

COMPARED     WITH     1926 

London  General  Omnibus 

. — Railways  Total — ,  Company,  Ltd.                             Total 

„                        .   .                             1927          Increase  1927          Increase               1927           Increase 
Passengers  earned — 

Ordinarj- 234,594,270  24,124,062  1,323.423,819  74,070,591    1,558,018,089     98,194,653 

Workmen 57,872,186     7,291,622     57.872,186       7,291,622 

Seasons 52,936,754    4.209,252     52.936,754      4.209.252 

Total 345.403.210  35,624.936    1.323.423,819  74,070,591    1,668.827,029  109.695.527 

Average  daily  number  of  pas- 
sengers carried 1,020.393         98,820  3,909.672        196,884  4,930.065         295,704 

Miles , 

Route-miles  owned  or  leased . .  78  .775  ...  ...  78  .775 

Route-miles  run  over  by  com- 
panies'trains 128  .281  ...  ...  128  .281 

Road-mites  run  over  by  com- 
panies' omnibuses ...  ....  MO  20  BSD  20 

Number  of  stations |25             ....                     ...                ...                     125 

Number  of  garages ...              ...]                     '  4i                "2                      46                    2 

Number  of  elevators 171             ....                     ...                ...                     171 

Number  of  escalators 67                  4                                        . !  *.                       67                 ' '  4 

Number   of  car-miles  run  in 

relation  to  passenger  receipts  79.005.322  13.607.193       146.283,963     7,499,788       225,289,285     21,106,981 
Number  of  car-miles  run  by 
companies'   trains  or  omni- 
buses   86,038,811   13,731,157       146,283,963     7,499,788       232.322.774     21,230.945 

Number  of  cars  or  omnibuses 

owned 1.793                23               •3.990                55                 5,783                  78 

•The  number  of  omnibuses  owned  and/or  worked  by  or  in  conjunction  with  the  London  General  Omnibus 
Company,  Ltd..  is  4,887,  compared  with  4,703  in  1926. 


000,000  but  the  cost  per  mile  had  de- 
creased by  7  per  cent.  The  company 
had  £50,000  more  carried  to  reserve, 
£236,000  more  paid  away  on  the  prior 
charge  securities,  £112,000  more  dis- 
tributed in  dividends  and  £108,000  more 
carried  forward,  representing  in  all 
£506,000.  This  confirmed  Lord  Ash- 
field's  statement  that  the  year  1927  was 
a  better  one  than  at  first  might  appear 
from  the  annual  accounts  and  returns. 


Preferred  Issue  of  Philadelphia 
Rapid  Transit  Increased 

Stockholders  of  the  Philadelphia 
Rapid  Transit  Company,  Philadelphia. 
Pa.,  on  June  18  approved  an  increase 
of  $5,000,000  in  the  preferred  stock, 
bringing  the  authorized  total  to  $35,- 
000,000.  Proceeds  from  the  sale  of  the 
increased  preferred  will  be  used  to  re- 
locate the  Market  Street  subway  tracks 
under  City  Hall,  for  the  erection  of  a 
bus  terminal  building  and  establishment 
of  a  garage  terminal. 

Common  stockholders  were  asked  to 
waive  their  rights  to  subscribe  to  the 
new  preferred.  Unless  waived,  rights 
go  to  stockholders  of  record  June  22 
in  the  ratio  of  one  new  preferred  share 
for  each  six  of  the  common  held. 


Riding  on  Increase  in  Los  Angeles 

Traffic  by  both  bus  and  street  car  on 
the  lines  of  the  Los  Angeles  Railway. 
Los  Angeles,  Cal.,  for  the  five  months' 
period  ended  May  31,  last,  reached  a 
total  of  148,155,565  passengers.  This 
is  an  increase  of  2,823,800  passengers, 
or  approximately  2  per  cent,  over  the 
volume  of  traffic  in  the  similar  period 
of  last  year,  which  totaled  145,331,765 
passengers. 

Bus  traffic  figures  for  the  period 
aggregated  7,098,486  passengers,  as 
compared  with  5,508,276  in  the  similar 
period  of  1927,  a  gain  of  1,590,210,  or 
nearly  3  per  cent.  Passengers  by  street 
car  numbered  141,057,079,  against  139,- 
823,489  in  the  corresponding  period  of 
last  year,  an  increase  of  1,233,590  fares, 
or  nearly  1  per  cent. 

On  May  4,  the  Los  Angeles  Motor 
Coach  Company  was  organized  jointly 
by  the  Los  Angeles  Railway  and  the 
Pacific  Electric  Railway  and  a  part  of 
the  bus  transportation  system  of  the  Los 
Angeles  Railway,  approximating  25  per 
cent  of  the  traffic,  was  transferred  to  this 
company.  The  consequent  decrease  in 
bus  traffic  figures  for  the  month  of  May 
was  not  in  direct  proportion  to  the  cut. 
This  indicates  an  increase  in  other  lines 
still  under  the  operation  of  the  Los 
Angeles  Railway. 

The  number  of  passengers  traveling 
bus  lines  in  May  was  1,148,855.  This 
compares  with  1,173,714  in  May,  1927, 
which  is  a  decrease  of  24,859  passengers, 
or  slightly  more  than  2  per  cent.  Street 
car  traffic  for  the  month  .showed  little 
change  from  that  in  May,  1927,  and 
numbered  28,218,201  passengers,  against 
28,115,348  last  year. 

As   an    indication   of   the   increasing 


June  23,  1928 


ELECTRIC  RAILWAY  JOURNAL 


1053 


popularity  of  the  bus  lines,  figures  for 
April,  before  transfer  of  part  of  the  sys- 
tem to  the  Los  Angeles  Motor  Coach 
Company,  showed  a  gain  of  3.7  per  cent 
over  traffic  figures  reported  for  April, 
1927.  The  company  is  now  operating 
seventeen  bus  lines,  as  against  sixteen 
at  this  time  last  year.  It  has  just  re- 
ceived a  permit  from  the  Railroad  Com- 
mission to  extend  the  Beverly  Boule- 
vard line  from  Vermont  Avenue  to  First 
Street  and  Bonnie  Brea  Avenue. 


1 


Personal  Items 


^^^ 


jf 


Deficit  in  Terre  Haute 

For  the  year  ended  Dec.  31,  1927,  the 
Terre  Haute,  Indianapolis  &  Eastern 
Traction  Company,  Terre  Haute,  Ind., 
realized  a  surplus  of  $145,920.  From 
this  sum  $226,730  sinking  fund  require- 
ments were  subtracted,  leaving  a  deficit 
of  $80,810  for  the  year.  This  was  dis- 
closed in  the  annual  report  submitted 
at  tlie  annual  meeting  on  June  13. 

There  was  expended  and  charged  to 
capital  account  on  owned  lines  $41,315 
and  on  leased  lines  $103,833,  making  a 
grand  total  of  $145,148  on  owned  and 
leased  lines.  Considerable  reconstruc- 
tion and  improvement  work  was  accom- 
plished on  the  different  divisions  of  the 
company. 

Freight  earnings  for  1927  were  $603,- 
486  compared  with  $593,329  in  1926. 
Total  mileage  was  430.87  and  total  main 
line  route  mileage  433.07. 


MISCELLANEOUS  STATISTICS  OF  THE 

TERRE  HAUTE,  INDIANAPOLIS  &  EASTERN 

TRACTION  COMPANY 

Year  Ending  Dec   31,  1927 

Passengers  carried — Interurban  lines. . .  .        3,950, 1 27 

Passengers  carried — City  lines 1 8,798,477 

Total  passengers  carried 22,748,604 

Freight  handled,  tons 21 1,741 

Express  handled,  tons _^.  .  .  .  .  ,  9,541 

Car-miles  operated — Interurban  lines. .  .       6,470,379 
Car-miles  operated — City  lines 3,764,61 1 


The  report  also  contains  some  facts 
of  the  leased  properties,  the  Indianapolis 
&  Northwestern  Traction,  the  Indian- 
apolis &  Martinsville  Rapid  Transit 
Company,  the  Terre  Haute  Traction  & 
Light  Company,  the  Terre  Haute  & 
Western  Railway  and  the  Indianapolis, 
Crawfordsville  &  Danville  Electric 
Railway. 


EARNINGS  AND  OPERATING  EXPENSES  OF 

THE     TERRE     HAUTE.     INDIANAPOLIS     & 

EASTERN  TRACTION  COMPANY 

1927  1926 

Gross  earnings $5,616,529     $5,611,653 

Operating  expenses 4,463,122       4,436,221 

Net  from  operation $1,153,406    $1,175,432 

Taxes $166,108        $181,819 


MAINTENANCE  EXPENSES  OF  THE  TERRE 

HAUTE,  INDIANAPOLIS  &  EASTERN 

TRACTION  COMPANY 

1927  1926 
Maintenance    of    way    and 

structures $778,266  $683,616 

Maintenance  of  equipment..          437,050  419,683 
Maintenance  of  power  plant 

Buildings  and  equipment.          108,601  128,313 

Total  railway  maintenance    $1,323,868  $1,231,612 
Maintenance    of    light   and 

power 183.065  185,520 

Tot*  maintenance $1,506,934  $1,417,132 


Toronto  Man  Association 
President 

D.   W.   Harvey,   responsible   operating  offi- 
cial of  Toronto  Transportation  Commis- 
sion, elected  to  head  Canadian 
Association 

DW.  HARVEY  has  had  conferred 
•  upon  him  the  highest  tribute 
within  the  power  of  Canadian  electric 
railway  men  to  bestow.  At  the  meeting 
of  the  Canadian  operators  held  recently 
in  Toronto,  he  was  made  president  of  the 
Canadian  Electric  Railway  Association. 
It  is  a  big  job  that  Dave  Harvey  holds 
at  Toronto.  He  is  responsible  for  the 
conduct  of  200  miles  of  electric  railway 
formerly  included  in  the  system  of  the 


D.  W.  Harvey 

Toronto  Railway,  privately  owned,  and 
the  Toronto  Civic  Railway,  brought 
together  some  time  ago  under  the 
auspices  of  the  Toronto  Transportation 
Commission.  He  is  a  very  young  man 
to  occupy  so  important  a  post,  partic- 
ularly as  he  was  only  37  years  of  age 
4  years  ago  when  he  was  chosen  to  suc- 
ceed H.  H.  Couzens  as  manager  at 
Toronto. 

As  if  it  were  not  enough  for  Mr. 
Harvey  to  have  managed  the  railway 
successfully  and  militantly,  the  main 
responsibility  has  been  his  of  develop- 
ing the  radial  lines  gut  of  Toronto,  the 
local  motor  coach  services  and  the  spe- 
cial de  luxe  services.  Still  more  recently 
the  conduct  of  the  municipal  ferries  has 
been  entrusted  to  him. 

Mr.  Harvey  and  Mr.  Couzens  were 
chiefly  responsible  for  rehabilitating  the 
railway  lines  at  Toronto  following  the 
taking  over  of  the  property  of  the  To- 
ronto Railway,  and  the  measure  of  suc- 
cess that  has  followed  is  undoubtedly 
due  in  large  part  to  the  fact  that  both 
Mr.  Harvey  and  his  predecessor  were 
left  untrammeled  and  unusually  free 
from  political  interference.  No  left- 
handed  thrust  is  intended  at  the  Toronto 
Railway  when  it  is  said  that  the  prop- 
erity  to  which  the  city  succeeded  was 
in  a  deolorable   condition  at   the  time 


the  city  succeeded  the  private  company. 
The  former  owners,  uncertain  of  the 
final  disposition  of  the  property,  were 
loath  to  do  more  than  keep  the  property 
going  in  the  face  of  the  political  un- 
certainty. 

The  first  task  was  to  rehabilitate  the 
property  physically.  This  was  accom- 
plished with  an  unusual  degree  of  celer- 
ity. That  work  has  been  followed  on 
the  part  of  Mr.  Harvey  and  his  associ- 
ates with  an  intensive  campaign  to  sell 
the  services  of  the  system  to  the  public 
in  which  a  great  deal  of  resourcefulness 
has  been  shown.  This  is  a  record  that 
has  gone  down  in  black  and  white  in  the 
Electric  Railway  Journal  from  time 
to  time  so  that  he  who  runs  may  read. 

For  seventeen  years  Mr.  Harvey  has 
been  serving  the  city  of  Toronto.  He 
really  began  to  visualize  the  city's  trans- 
portation needs  as  long  ago  as  1911, 
when  the  first  of  the  so-called  civic 
lines  was  placed  in  operation.  On  that 
line  he  was  construction  engineer.  In 
1912,  when  he  was  only  26  years  old, 
the  operation  and  rnaintenance  of  the 
civic  lines  were  placed  under  Mr.  Har- 
vey's supervision.  He  continued  in 
these  capacities  until  appointed  to  be 
assistant  manager  of  the  Toronto  Sys- 
tem in  1921  after  the  lines  of  the 
Toronto  Railway  had  been  acquired  by 
the  city. 

Mr.  Harvey  was  J)orn  in  London, 
Ont..  on  Feb.  24,  1887.  He  was  edu- 
cated in  the  public  schools  and  the 
Collegiate  Institute  there.  In  1906  he 
became  a  student  in  the  Applied  Science 
Faculty  at  Toronto  University,  taking 
the  course  in  civil  engineering  and  grad- 
uating in  1910  with  the  degree  of 
B.  A.  Sc.  In  the  same  year  he  entered 
the  Ontario  Power  Company  service  in 
Niagara  Falls  on  construction  work. 
In  1911  he  was  appointed  to  the  City 
of  Toronto  Works  Department,  and  had 
charge  of  constructing  and  operating 
the  Toronto  Civic  Railway  until  Sept.  1, 
1921,  when  the  city  took  over  the  To- 
ronto Railway.  He  was  then  appointed 
assistant  manager  of  the  Toronto  Trans- 
portation Commission.  On  May  1,  1924, 
on  the  resignation  of  H.  H.  Couzens 
he  was  appointed  general  manager  of 
the  commission  as  the  logical  successor 
to  that  office  because  of  his  previouw 
record  and  his  intimate  knowledge  ot 
the  system  and  the  needs  of  the  city. 


Resignations  on  Ohio  Property 

Earl  Lemaster,  superintendent  of  the 
Newark  division  of  the  Southern  Ohio 
Public  Service  Company,  Newark,  Ohio, 
J.  A.  Hewitt,  superintendent  of  the 
Zanesville  division,  and  F.  J.  Clunis, 
general  manager  of  the  midwest  section 
of  the  company,  have  resigned  effective 
July  1.  Following  the  announcement 
of  the  resignations  the  statement  was 
made   that  the   Southern   Ohio   Public 


1054 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.25 


Service  Company  had  sold  to  a  Chicago 
corporation,  but  this  has  not  been  con- 
firmed. 

It  was  further  announced  that  Mr. 
Lemaster  will  join  an  eastern  interurban 
company;  that  Mr.  Clunis  will  go  with 
the  Tulsa  Interurban,  Tulsa,  Okla.,  and 
that  Mr.  Hewitt  will  be  similarly  em- 
ployed with  a  Seattle  interurban  com- 
pany in  Seattle,  Wash.  The  Southern 
Ohio  Public  Service  Company  was  for- 
merly included  in  the  system  of  the  Ohio 
Electric.  It  extends  from  Zanesville  to 
Lima,  Cincinnati,  Fort  Wayne,  Colum- 
bus and  way  points. 


British  Columbia  Personnel 
Unchanged 

George  Kidd,  president  of  the  Brit- 
ish Columbia  Electric  Railway,  Van- 
couver, B.  C,  has  just  returned  from 
Eastern  Canada  where  he  attended  a 
.conference  of  the  purchasers  of  the 
company.  When  he  was  offered  the 
presidency  of  the  British  Columbia 
Power  Corporation,  which  now  controls 
the  British  Columbia  Electric  Railway 
and  all  its  subsidiaries,  Mr.  Kidd  was 
assured  that  the  past  policy  and  man- 
agement of  the  railway  would  be  con- 
tinued and  that  there  was  not  the 
slightest  intention  on  the  part  of  the 
new  owners  of  interfering  in  any  way 
with  the  rates  or  affairs  of  the  com- 
pany as  they  have  been  conducted  for 
many  years. 

His  request  for  a  local  representation 
on  the  board  has  now  been  met,  with 
the  result  that  W.  G.  Murrin,  long  vice- 
president  of  the  railway,  has  been  made 
vice-president  of  the  British  Columbia 
Power  Corporation  and  Mr.  Go  ward 
will  occupy  a  similar  position  in  Vic- 
toria, and  Sir  Frank  Barnard,  de- 
scribed as  the  father  of  the  old  British 
Columbia  Electric  Railway,  also  ac- 
cepted a  position  on  the  directorate, 
together  with  Blake  Wilson. 

Mr.  Kidd  says  the  price  paid  by  the 
new  owners  to  the  English  share- 
holders for  the  property  is  not  high, 
compared  with  the  quotations  for  other 
similar  utility  securities.  For  purposes 
of  comparison  it  must  be  remembered 
that  the  shareholders  of  the  old  British 
Columbia  Electric  Railway  were  re- 
ceiving a  dividend  of  8  per  cent  free  of 
English  income  tax,  which  meant  that 
on  the  present  yield  of  the  other  lead- 
ing public  utilities,  the  stock  was  worth 
between  $300  and  $400,  an  amount 
probably  in  excess  of  the  sum  paid  for 
it  by  the  new  owners. 

The  new  owners  are  men  who  have 
for  many  years  taken  the  leading  part 
in  the  development  of  public  utilities 
throughout  Eastern  Canada  and  have 
been  most  successful  in  developing 
those  utilities  and  in  bringing  new  in- 
dustries to  absorb  the  power  available. 
The  opinion  of  the  new  owners  is  re- 
flected best,  perhaps,  in  the  optimism 
of  Sir  Herbert  Holt,  who  has  stated 
that  in  his  opinion  Vancouver  is  des- 
tined to  become  the  second  city  in  the 
Dominion. 


F.  G.  BufFe  Honored  by 
Association 

During    coming    year    Midwest    group    will 

have  public  relations  expert  to 

handle  affairs 

FG.  BUFFE,  vice-president  of  the 
•  Kansas  City  Public  Service  Com- 
pany, Kansas  City,  Mo.,  was  elected 
president  of  the  Midwest  Electric  Rail- 
way Association  at  its  meeting  in  that 
city,  June  4-6.  As  head  of  an  associa- 
tion, with  its  countless  opportunities 
for  accomplishing  much  in  the  human 
relations  field,  Mr.  Buffe  might  be 
called  the  right  man  in  the  right  job, 
for  his  education,  experience,  and  even 
inclination,  especially  equip  him  to 
solve  association  problems  and  to  pro- 
mote educational  and  social  activities 
within  the  fold. 

Mr.  Buffe  is  known  not  only  in  Kan- 
sas City,  where  he  has  put  into  force 


F.  G.  Buffe 


some  of  his  advanced  notions  on  co- 
operative activities  and  employee  rep- 
resentation, but  throughout  the  Middle 
West  his  reputation  as  a  public  re- 
lations man,  and  as  a  speaker  who  has 
something  significant  to  say  remains 
undisputed.  His  numerous  addresses 
and  papers  bespeak  the  endowments 
and  outlook  of  the  man  more  than  a 
column  of  type  could  do.  Significant 
among  these  talks  was  the  one  delivered 
before  the  annual  meeting  of  the  Mid- 
west Electric  Railway  Association  held 
in  Denver.  Col..  July  8-10,  1926.  On 
that  occasion  he  had  both  the  convic- 
tion and  temerity  to  talk  of  rights  of 
employees — that  they  were  entitled  to 
full  knowledge  of  the  aims  and  pur- 
poses of  their  companies  if  loyal  serv- 
ice were  expected  of  them.  Mr.  Buffe 
understands  the  potent  influence  of  the 
human  element  in  any  industry.  His 
study  of  law  and  his  newspaper  ex- 
perience in  Denver  and  Peoria  and  sub- 
sequent publicity  work  for  the  Illinois 
Traction  properties  give  him  the  ad- 
vantageous position  of  remaining  on  the 
outside  looking  into  the  industry. 

This  same  detachment  enabled  him 
to  see  the  bus  as  a  vehicle  with  a  future. 
In  speaking  before  the  American  So- 
ciety of  Civil  Engineers  in  Kansas 
City,  Mo.,  on  April  14,  1926,  Mr.  Buffe 


said  that  the  bus  offered  new  oppor- 
tunities to  serve,  as  well  as  new  prob- 
lems to  solve,  and  that  its  proper  de- 
velopment would  mean  a  distinct  public 
gain.  And  the  use  of  the  bus  by  the 
Kansas  City  Public  Service  shows  Mr. 
Buffe  meant  what  he  said.  His  faith 
in  railways  never  falters,  however,  evi- 
denced by  his  letter  to  the  editor  of 
Electric  Railway  Journal,  published 
in  the  issue  of  May  8,  1926,  in  the 
course  of  which,  Mr.  Buffe  re- 
marked "the  very  vital  necessity  of 
the  street  railway  is  the  only  thing  that 
kept  it  alive  during  the  period  from 
1915  to  1920.  The  industry  simply  had 
to  carry  on  because  its  collapse  would 
have  meant  disintegration  of  business 
values  and  paralysis  of  urban  life." 

It  was  because  of  his  record  of 
achievements  in  Kansas  City  since 
1917,  the  year  he  became  affiliated  with 
the  Kansas  City  Railways,  that  in  the 
fall  of  1926,  when  the  receivership  of 
these  properties  was  terminated,  Mr. 
Buffe,  who  served  as  general  mana- 
ger throughout  the  receivership,  was 
elected  vice-president  in  charge  of 
operation  of  the  newly-formed  Kansas 
City  Public  Service  Company. 

Mr.  Buffe  was  born  in  Illinois,  went 
to  college  there,  and  received  his  early 
training  under  H.  E.  Chubbuck,  then 
vice-president  of  the  Illinois  Traction 
System.  His  intensive  training  on  that 
system  in  his  early  years  gave  him  a 
large  capacity  for  work,  but  this  has 
never  negatived  his  desire  for  fun  nor 
militated  against  his  natural  ability  to 
fraternize  broadly.  Unless  memory  is 
at  fault  motor-boating  was  one  outlet 
for  his  exuberance  and  those  delectable 
days  on  board  were  lived  also  by  the 
readers  of  the  George  Fitch  tales  of 
motor  boating  on  the  Mississippi. 


Obituary 


Frank  Henry  Brown,  of  Pawtucket. 
R.  I.,  superintendent  of  the  northern 
division  of  the  United  Electric  Rail- 
ways, died  on  June  19.  Mr.  Brown 
had  been  employed  in  street  railway 
work  since  he  was  nineteen  years  old, 
and  had  been  21  years  with  the  United 
Electric  Railways.  He  had  worked 
for  several  years  in  Worcester,  Mass., 
and  in  New  Jersey.  His  superintend- 
ency  at  Pawtucket  was  later  extended 
to  Woonsocket  and  to  Providence.  Mr. 
Brown  was  born  in  Providence  57 
years  ago. 

Charles  A.  Warner,  superintendent 
of  track  and  overhead  department  of  the 
Muskegon  Traction  &  Lighting  Com- 
pany, Muskegon,  Mich.,  died  on  May  18. 
He  began  working  for  the  transporta- 
tion company  as  a  section  hand  in  1889, 
during  the  days  of  horse-car  operation. 
In  three  years  he  won  promotion  to  the 
position  he  held  at  the  time  of  his  death. 
He  helped  install  the  overhead  system 
for  electric  operation  of  cars  started  in 
May,  1890.  Mr.  Warner  was  born  on 
Dec.  18,  1861,  in  Sweden. 


June  23, 1928 


ELECTRIC  RAILWAY  JOURNAL 


1055 


Manufactures  and  the  Markets 


=e^^= 


Grouse  Heads  Electrical 
Manufacturers 

Huntington  B.  Grouse,  president  of 
the  Grouse-Hinds  Company,  Syracuse, 
N.  Y.,  was  elected  president  of  the  Na- 
tional Electrical  Manufacturers'  Asso- 
ciation at  its  second  Annual  Meeting  a'^ 
Hot  Springs,  Va.,  on  June  13,  succeed- 
ing   Gerard    Swope,    president    of    the 


later  with  the  Westinghouse  Electric  & 
Manufacturing  Company,  is  now  with 
the  Economy  Fuse  &  Manufacturing 
Company,  with  the  title  of  assistant  to 
the  president. 


Conference  Held  on  Handling 
Methods 

A  meeting  of  shippers,  carriers,  and 
warehousemen,  held  June  6,  at  the  De- 
partment of  Commerce,  Washington, 
D.  C,  under  the  joint  auspices  of  the 
Bureau  of  Foreign  and  Domestic  Com- 
merce and  the  Division  of  Simplified 
Practice,  approved  the  proposed  pro- 
gram covering  simplified  methods  which 


North  Shore  Cars  Delivered 


Fifteen    interurban,    two-man,    motor,         Each  car  weighs  105,000  lb.,  being  55 
General  Electric  Company,  who  retains    passenger  cars   have  recendy  been  de-    ft.  3i  in.  long  and  9  ft.  wide.    They  are 


membership  on  the  board  of  governors 
and  on  the  executive  committee  of  the 
association.  The  following  vice-presi- 
dents to  head  the  various  divisions  were 
also  elected :  Apparatus  division,  N.  A. 
Wolcott,  Packard  Electric  Company ; 
appliance  division,  M.  C.  Morrow. 
Westinghouse  Electric  &  Manufactur- 
ing Company;  policies  division,  Clarence 
L.  Collens,  Reliance  Electric  &  Engi- 
neering Company ;  radio  division,  Louis 
B.  F.  Raycroft,  Electric  Storage  Bat- 
tery Company;  supply  division,  W.  E. 
Sprackling,  president  Tubular  Woven 
Fabric  Company,  Pawtucket,  R.   I. 

For  a  term  of  three  years  the  follow- 
ing were  selected  to  become  members 
of  the  board  of  governors :  H.  B. 
Grouse,  Crouse-Hinds  Company,  Syra- 
cuse, N.  Y.;  R.  Edwards,  Edwards  & 
Company,  New  York  City;  A.  L.  Eus- 
tice.  Economy  Fuse  &  Manufacturing 
Company,  Chicago,  111.;  Otto  H.  Falk, 
Allis  -  Chalmers  Manufacturing  Com- 
pany, Milwaukee,  Wis.;  W.  L.  Jacoby. 
Kellogg  Switchboard  &  Supply  Com- 
pany, Chicago,  111.;  J.  F.  Kerlin,  Na- 
tional Carbon  Company,  Cleveland, 
Ohio;  D.  H.  Murphy,  Wiremold  Com- 
pany, Hartford,  Conn.;  R.  J.  Russell, 
Century  Electric  Company,  St.  Louis. 
Mo. ;  Frank  E.  Wolcott,  Frank  E.  Wol- 
cott Manufacturing  Company,  Hartford. 
Conn.  For  a  term  of  one  year  to  fill 
an  unexpired  term,  I.  A.  Bennett  of  the 
National  Metal  Molding  Company, 
Pittsburgh,  was  elected. 


livered  to  the  Chicago,  North  Shore  & 
Milwaukee  Railroad,  Chicago,  111.,  by 
the  Pullman  Car  &  Manufacturing  Cor- 
poration, Chicago,  111.  The  cars  seat 
50  passengers  and  are  of  the  double-end 
double-truck  type. 


of  all-steel  construction  with  arch  roofs. 
One  car  is  fitted  with  roller  journal 
bearings.  Each  car  is  equipped  with 
auxiliary  battery  lights  for  use  when 
the  power  is  off.  Further  details  are 
given  in  the  accompanying  specifications. 


One  of  fifteen  interurban  passenger  cars  built  for  the  Chicago,  North  Shore 
&  Milwaukee  Railroad  by  the  Pullman  Car  &  Manufacturing  Corporation 


•5S'-3iit''over  anf I  climbers r'ri"*^ 

■44'-2%^overt>odyc.rnerposi^         -^^^,^^J^,^ 


Economy   Fuse  Buys 
Federal  National 

Economy  Fuse  &  Manufacturing 
Company  has  recently  purchased  the 
Federal  National  renewable  fuse  de- 
partment, including  all  material,  physi- 
cal property,  patents  and  good  will  of 
the    Federal    National    renewable    fuse 

irom  the  r  ederal  iLlectric  Company  of     window  peat  spacing 35  in. 

Chicago. 

Slight  modifications  in  the  original 
design  of  the  fusible  element  have  been 
made  with  the  result  that  the  National 
renewable  cartridge  fuse  is  now  listed 
as  standard,  in  all  capacities  up  to  600 
amp.,  in  both  250  and  600  volts,  in  the 
April,  1928,  List  of  Inspected  Electrical 
Appliances,  under  the  label  service  form 
of  supervision  by  the  Underwriters' 
Laboratories. 

T.  D.  Halliwell,  formerly  with  the 
Brooklyn  Rapid  Transit  Company  and 


■8'- 9 j^  o^er  be/frail 
Floor  plan  of  the  New  North  Shore  cars 


Total  weight 103,000  !b. 

Bolster  centers 32  ft.  8    in. 

Length  over  all 55  ft.  31  in. 

Length  over  body  posts 44  ft.  2^  in. 

Truck  wheelbase 7  ft. 

Width  over  all 9  ft. 

Height,  rail  to  trolley  base 12  ft.  6 


Body All  steel 

Roof Arch 

Doors End,  swinging 

Air  brakes Westinghouse  AMU 

Armature   bearings Plain 

Axles Heat-treated,  5x9-in. 

Car  signal  system.  .  .  .Adams  &  Westlake  No.  25  bell 

Compressors Westinghouse    DH-25 

Conduit Metal 

Control Westinghouse    HLF 

Couplers Ohio  Brass,  form  1 3 

Curtain  fixtures Railway  Curtain  Co. 

Curtain  material Pantaaote 

Destination    signs Hunter 

Energy  saving  device Economy  meters 

Finish Duco 

Floor  covering Linoleum  and  rubber  tile 

Gears  and  pinions Nuttall  B-P 

Glass..  Plate,    t^.-in.   in  car  body,  4-in.  in  front  of 

motorman 


Hand    brakes Peacock,    Blackall    handle 

Heat  insulating  material iSalamander 

Heaters .  .  Peter   Smith   hot   water,    Railway    U  tility 

Company  electric 

Headlights Portable  arc 

Headlining -in.  steel 

Interior    trim Mahogany 

Journal  bearings.  .  .Fourteen  plain,  one  Hyatt  roller 

Journal    boxes Symington 

Lamp  fixtures.  .  .  .Adams  &  Westlake  center  lamps 
Motors.  .  .  .Four  Westinghouse  557-R  5,  inside  hung 

Painting  scheme Orange  and  maroon 

Roof  material Wood,  canvas  covered 

Sash   fixtures Adams  &   Westlake 

Seats Hale  &  Kilburn  No.  900 

Seat  spacing 35  in. 

Seating  material L.  E.  Chase  Byzantine  plush 

Slack     adjusters Smith-Ward 

Steps Staticnary 

Step    treads Safkar 

Trolley  catchers Knutson  No.  5 

Trolley  base US  20-C 

Trolley     shoes Miller 

Trucks Baldwin 

Ventilators Railway    Utility    and    Garland 

Wheels Rolled    steel,    36    in.    diameter 

Wheelguards Woo  d 


1056 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.25 


have  been  suggested  for  handling  ma- 
terials. The  conference  was  called  for 
the  purpose  of  considering  the  use  and 
extension  through  co-operative  effort  of 
simplified  methods  of  handling,  moving, 
loading  and  unloading  goods;  to  pro- 
mote the  development  of  interchange- 
ability  in  the  equipment  required  for 
handling  goods;  and  to  promote  the  es- 
tablishment of  such  dimensional  stand- 
ards as  may  be  necessary  to  secure  in- 
terchangeability  of  equipment. 


Investigation  of  Unemployment 

Ordered 

The  Senate,  just  before  adjournment, 
passed  a  bill  requiring  the  committee  on 
education  and  labor  of  the  Senate,  or 
a  duly  authorized  sub-committee  thereof, 
to  make  an  investigation  concerning  the 
causes  of  unemployment  and  the  rela- 
tion to  its  relief  through  ( 1 )  the  con- 
tinuous collection  and  interpretation  of 
adequate  statistics  of  employment  and 
unemployment;  (2)  the  organization 
and  extension  of  systems  of  public  em- 
ployment agencies,  federal  and  state; 
(3)  the  establishment  of  systems  of  un- 
employment insurance  or  other  unem- 
ployment reserve  funds,  federal,  state  or 
private;  (4)  the  curtailing  of  produc- 
tion, consolidation,  and  economic  re- 
construction; (5)  the  planning  of  pub- 
lic works  with  regard  to  stabilization  of 
employment;  and  (6)  the  feasibility  of 
co-operation  with  the  federal,  state  and 
private  agencies  with  reference  to  the 
first  three  and  last.  The  report  of  the 
committee  is  to  be  made  to  the  Senate 
together  with  recommendations  for 
legislation  if  such  is  deemed  advisable, 
on  or  before  Feb.  15,  1929. 


Manganese  Crossing 
Specifications  Issued 

Standard  specifications  for  man- 
ganese crossings  have  been  issued  in 
booklet  form  by  the  Balkwill  Man- 
ganese Crossing  Company,  Cleveland, 
Ohio.  Aside  from  descriptive  specifica- 
tions of  the  crossings,  recommendations 
are  made  for  the  particular  type  of 
crossings  suitable  for  various  uses, 
with  full  directions  on  how  to  specify. 

Detailed  drawings  are  given  for 
angles  from  90  deg  to  60  deg.  of  a 
medium-duty  type  40-bolt  assembly; 
heavy-duty  type  56,  64  and  72-bolt 
assemblies;  extra-heavy-duty  type  64 
and  72-bolt  assemblies;  angles  from 
60  deg.  to  50  deg.  of  heavy-duty  type 
56  and  64-boIt  assemblies ;  angles  from 
50  deg.  to  43  deg.  of  heavy-duty  type 
60  and  68-bolt  assemblies  and  angles 
from  43  deg.  to  35  deg.  of  heavy-duty 
type  62  and  70-boIt  assemblies.  Sec- 
tional drawings  also  show  how  mod- 
ifications may  be  made  to  accommodate 
any  kind  of  rail.  Other  plans  show  the 
90  deg.  and  65  deg.  to  70  deg.  heavy- 
duty  type  reclaimable  crossings  both 
assembled  and  disassembled,  designs 
showing  closure  rails  between  crossings 
and  suggestion  for  precast  reinforced 
concrete  foundation  slabs. 


METAL,  COAL  AND   MATERIAL  PRICES 
F.  O.  B.  REFINERY 

June  19, 

Metals— New  York  1928 

Copper,  electrolytic,  cents  per  lb 14.5375 

Copper  wire,  cents  i>er lb 16.625 

Lead,  cents  j)er  lb 6. 30 

Zinc,  cents  per  lb . .  ^ 6.5 

Tin,  Straits,  cents  per  lb 46. 75 

Bituminous  Coal,  r.o.b.  Mines 

Smokeless  mine  run,  f.o.b.  vessel,  Hampton 

Roads,  gross  tons 4. 175 

Somerset  mine  run,  f.o.b.  mines,  net  tons. . .  1 .  875 

Pittsburgh  mine  run,  Pittsburgh,  net  tons. .  1.8 

Franidin,  111.,  screenings,  Chicago,  net  tons  2. 15 

Central,  111.,  screenings,  Chicago,  net  tons. .  1 .55 

Kansas  screenings,  Kansas  City,  net  tons. . .  2.35 

Materials 

Rubber-covered  wire,  N.  Y.,  No.   14,  per 

1,000ft 5.3 

Weatherproof  wire  base,  N.Y.,  cents  per  lb.  17. 125 

Cement,  Chicago  net  prices,  without  bags . .  2.  OS 

Linseed  oil  (5-bbl.  lots)  N.  Y.,  cents  per  lb.  10. 8 
White  lead  in  oil  ( 1 00-lb.  keg) ,  N.  Y.,  oenta 

perlb 13.75 

Turpentine  (bbl.  loto),  N.  Y.,  per  gal $0. 64 


ROLLING  STOCK 

Chicago,  South  Shore  &  South 
Bend  Railroad,  Michigan  City,  Ind., 
has  been  inquiring  for  ten  motor  cars 
with  an  option  on  five  additional  cars 
and  five  trailers. 

Cleveland  Railway,  Cleveland, 
Ohio,  has  purchased  one  urban  type 
Twin  Coach. 

Northern  Ohio  Power  &  Light 
Company,  Akron,  Ohio,  has  purchased 
ten  urban  type  and  five  parlor  type 
Twin  Coaches. 

Cincinnati  Street  Railway,  Cin- 
cinnati Ohio  has  purchased  eight  urban 
type  Twin  Coaches. 

County  Transportation  Company, 
a  subsidiary  of  the  New  York,  West- 
chester &  Boston  Railway  Company, 
New  York  City,  has  accepted  delivery 
of  twelve  Mack  six-cylinder  29-pas- 
senger  city  type  buses. 

Lordship  Railway,  Bridgeport, 
Conn.,  has  received  a  Mack  four- 
cylinder  chassis,  225-in.  wheelbase 
coach. 

Boston  &  Maine  Railroad,  Boston, 
Mass.,  has  accepted  delivery  of  a  Mack 
four-cylinder  chassis,  230-in.  wheelbase 
bus. 

Boise  Street  Car  Company,  Boise, 
Idaho,  has  ordered  two  Mack  four- 
cylinder  29-passenger  city  type  buses. 

Wisconsin  Power  &  Light  Com- 
pany, Madison,  Wis.,  placed  an  order 
for  five  30-passenger  A.C.F.  street  car 
coaches  and  later  raised  the  order  to  a 
fleet  of  ten. 


TRACK  AND  LINE 

Nova  Scotia  Light  &  Power  Com- 
pany, Halifax,  N.  S.,  has  been  asked 
by  the  City  Council  to  build  a  track  ex- 
tention  on  Quinpool  Street. 

Columbus  Railway,  Power  &  Light 
Company,  Columbus,  Ohio,  will  start 
track  reconstruction  work  about  July  1, 
on  the  High  Street  Union  Station  Via- 
duct and  East  and  West  Goodale 
Streets. 


Manhattan  &  Queens  Traction 
Corporation,  New  York,  N.  Y.,  has  re- 
ceived through  the  Borough  of  Queens, 
a  bid  from  McElroy  &  Kerwin,  316 
Flatbush  Avenue,  Brooklyn,  N.  Y.,  to 
relocate  its  tracks  on  Queens  Boulevard, 
from  5Sth  Road  to  Quinten  Street,  for 
$293,153.  New  track  and  poles  will  be 
required. 

Springfield  Street  Railway, 
Springfield,  Mass.,  is  installing  new  6-in. 
100-lb.  T-rails  on  Hancock  Street.  As 
soon  as  the  city  completes  its  work  on 
State  Street  the  railway  will  start  lay- 
ing track.  For  this  work  350  tons  of 
new  rail  will  be  required. 

British  Columbia  Electric  Rail- 
way, Vancouver,  British  Columbia,  re- 
laying a  portion  of  its  street  car  tracks 
on  Douglas  Street,  Victoria.  The  old 
70-lb.  high  T-rail  is  being  replaced  with 
87-lb.  rail  of  a  similar  type.  The  work 
includes  the  renewal  of  the  special  lay- 
out at  the  intersection  of  Fort  and 
Douglas  Streets.  Concrete  header  con- 
struction is  again  being  used. 

Pacific  Electric  Railway,  Los 
Angeles,  Cal.,  has  placed  orders  with 
the  Union  Switch  &  Signal  Company 
covering  the  necessary  materials  for 
the  installation  of  automatic  block  sig- 
naling on  the  Vineyard  to  Sherman 
Junction,  Rivas  to  Glendora,  and  Los 
Nogales  to  Rio  Vista  sections  of  its 
lines.  These  materials  include  42  color 
light  signals,  76  relays,  82  impedance 
bonds,  and  37  switch  indicators. 

SHOPS  AND  BUILDINGS 

Evansville  &  Ohio  Valley  Rail- 
way, Rockport,  Ind.,  freight  and  office 
buildings  were  damaged  to  the  extent 
of  several  thousand  dollars  by  fire  which 
started  in  adjoining  buildings. 

Saskatoon  Municipal  Railway, 
Saskatoon,  Saskatchewan,  has  applied 
to  the  local  board  for  approval  of  ex- 
penditures of  $20,000  on  a  carhouse  ex- 
tension. 

Great  Northern  Railway,  St.  Paul, 
Minn.,  has  awarded  a  contract  to  W.  T. 
Butler,  Seattle,  Wash.,  for  the  con- 
struction of  a  shop  at  Wenatchee, 
Wash.,  for  the  repairing  of  electric 
locomotives. 

Central  Illinois  Public  Service 
Company,  Springfield,  III.,  is  planning 
an  equipment  storage  and  distributing 
plant  to  cost  about  $55,000. 

British  Columbia  Electric  Rail- 
way, Vancouver,  B.  C,  has  let  a  con- 
tract for  the  first  20,000-kw.  turbo- 
generator for  its  Vancouver  plant. 

ADVERTISING  LITERATURE 

Crescent  Refractories  Company, 
Curwensville,  Pa.,  has  issued  series  No. 
1  of  its  technical  bulletin  service,  con- 
taining the  first  twenty  bulletins,  includ- 
ing charts,  formulas  and  simple  rules 
for  use  by  persons  interested  in  re- 
fractory linings. 


Jmic  23,  1928 


ELECTRIC  RAILWAY  JOURNAL 


19 


When  the 

ambulance  Clangs 

t  - 

your  motorman  needs  a 

! 

PEACOCK 
STAFFLESS  BRAKE 


The 

'Peacock" 

Staffless 


Calling  for  right  of  way,  an  ambulance  dives  through 
crowded  streets.  Jay  walkers,  autos,  frightened  chil- 
dren, and  confused  old  folks  scatter  in  all  directions. 
Some  in  front  of  your  car. 

That  is  a  time  when  your  car  should  have  Peacock 
Staffless  Brakes!  If  the  air  brake  rigging  is  too  loose, 
the  brake  shoes  well  worn,  or  the  power  fails  at  the 
critical  moment  there  is  liability  of  accident. 

A  Peacock  Staffless  is  dependable.  It  has  a  chain  wind- 
ing capacity  of  12  feet;  it  has  three  times  the  braking 
capacity  of  the  ordinary  hand  brake.  Installation  and 
maintenance  costs  are  low. 

Inasmuch,  as  most  all  modern  cars  are  Peacock  Staffless 
equipped,  there  must  be  many  sound  reasons  for  its 
wide  acceptance.  We  can  give  you  facts  and  figures, 
you  will  find  mighty  interesting.  May  we  send  them? 

National  Brake  Company,  Inc, 

890  Ellicott  Square  Buffalo,  N.  Y. 

Canadian  Representative:  ■   ■ 

Lyman  Tube  8C  Supply  Co.,  Ltd.,  Montreal,  Can. 


20 


ELECTRIC  RAILWAY  JOURNAL 


June  23.  1928 


Where  should  the  &^^egi 


I 


F  the  luggage  problem  has  never  come  up  to  stagger 
you  before — you're  lucky. 

Other  operators  could  tell  you  why  but  we'll  let  that  go.  The  point 
is  this:  Bender  comes  along  with  a  specially  designed  bus  body  that 
does  away  with  the  luggage  jinx  so  completely  that  one  wonders  it 
wasn't  solved  much  sooner. 

All  the  luggage — not  just  hand  parcels — but  luggage  is  tucked  neatly 
inside  the  bus.  No  sacrificing  of  inside  space.  No  awkwardness. 
No  canned-sardine-effect.    Note  the  slope  of  the  roof  for  the  answer. 

Operators  assume  absolutely  no  luggage  risk.  Delays  also  avoided. 
Many  operators  have  called  personally  to  see  the  body.  They 
admired  it,  said  many  kind  things,  and  have  placed  orders. 

If  you  want  more  information  write  us.  See  this  bus  at  the  Atlantic 
City  Convention,  where  it  will  be  on  display  at  the  booth  of  the 
White  Motor  Car  Co. 


Other  features 

Bus  can  be  opened  wide  from  front 
to  back.  Windows  opened  all  the 
way — even  on  the  four  doors.  No 
half-way  stuff.  Yet  they  can  be 
all  shut  as  tightly  as  a  vacuum  bot- 
tle. Plenty  of  ventilation  always. 
The  body  is  built  low,  is  graceful, 
handsome.  Seats  a  little  wider 
than  usual — with  the  same  old 
Bender  comfort  in-built.  Full  ob- 
servation bay  in  rear.  Reading  and 
card  tables  also  help  pass  time 
pleasantly  away.  Note  the  wide 
windows.  Rail  in  rear  on  roof  for 
excess  baggage. 


THE  BENDER  BODY  CO. 


W.  62nd  and  Denison,  Cleveland,  O. 


BENDEirBODIES 


June  23, 1928 


ELECTRIC  RAILWAY  JOURNAL 


21 


LONG  PRODUCTS-AUTOMOTIVE  CLUTCHES  AND  RADIATORS 


f 


22 


ELECTRIC  RAILWAY  JOURNAL 


June  23, 1928 


"ANY  city  is  judged  by  the  appearance  of  its  principal  business 
jtV  street,"  said  Clifford  W.  Ham,  City  Manager  of  Pontiac, 
Mich.  And  Pontiac  decided  to  "clean-up"  its  main  thoroughfare. 

After  exhaustive  tests  by  engineers  representing  the  city.  Union 
Metal  Fluted  Steel  Poles  were  installed,  replacing  with  fewer 
poles  the  old  unsightly  groups  along  the  curb-line. 

Twenty-three  foot  Union  Metal  poles  now  furnish  the  ornamen- 
tal lighting  system,  support  the  trolley  span  wires  and  the  traffic 
signal  lights.  Spaced  at  120-foot  intervals,  these  anistic  poles 
accomplish  a  threefold  purpose  and  present  a  pleasing  contrast 
to  the  usual  method  of  maintaining  separate  poles  for  each 
type  of  service. 

Wherever  wood,  concrete,  tubular  or  structural  steel  poles  are 
applicable.  Union  Metal  Fluted  Steel  Poles  can  be  used  with 
better  results  both  structurally  and  artistically. 

The  Union  Metal  Manufacturing  Co. 

General  Offices  and  factory:  Canton,  Ohio 

Branches  — New   York,    Chicago,    Philadelphia.   Cleveland, 
Pittsburih,  St.  Louii,  Loi  Angeles,  San  Francisco,  jacksonTille. 


Union  Metal  Fluted  Steel  Pole 
equipped  with  lighting  units, 
traffic  signal  and  trolley  span 
wire  support  as  used  in  Pontiac, 
Michigan. 


UNION  METAL    . 

DISTRIBUTION  AND  TRANSMISSION  POLES  I 


June  23, 1928 


ELECTRIC  RAILWAY  JOURNAL 


23 


Many  electric  railways 
have  enthusiastically  en- 
dorsed  the  three  seats 
shown  here.  The  8M5 
Special  is  a  de  luxe  inter- 
urban  type  with  spring' 
filled  seats  and  backs. 


The  8N5'B  has  our  new 
cut'in'back  feature  which 
provides  more  patron 
comfort,  yet  saves  space. 
The  55'P  Special  is  a 
deep,  comfortable  de  luxe 
type,  popular  for  bus  use. 


No.  55-P  Special 

The  Right  Seat  for  Every  Purpose ! 

I  HAT  is  what  you  can  find  in  the  Heywood' Wakefield  line.  It  comprises  every 
^  accepted  type  of  car  and  bus  seating  —  from  the  sturdy,  serviceable,  rattan  type 
to  the  deep,  luxurious  interurban  styles,  similar  to  No.  55'P  Special  shown  above. 
There  are  seats  purposely  designed  to  increase  capacity  by  saving  space,  seats  designed 
to  assure  individual  comfort  by  means  of  divided  backs,  and  seats  that  bring  to  the  elec' 
trie  railway  all  the  comfort  of  pullman  service.  Our  new  catalogue  shows  these  seats 
and  describes  them  in  detail.     \A/e  will  be  pleaised  to  mail  you  a  copy  upon  request. 

HEYWOOD^ WAKEFIELD  COMPANY 

NA/akefield,  Massachusetts 

516  West  34th  St.,  New  York  City  439  Railway  Exchange  Bldg.,  Chicago,  111. 

J.  R.  Hayward,  Liberty  Trust  Bldg.,  Roanoke,  Va.       A.  W.  Arlin,  Delta  Bldg.,  Los  Angeles,  Calif. 

H.  G.  Cook,  Hobart  Bldg.,  San  Francisco,  Calif         The  G.  F.  Cotter  Supply  Co.,  Houston,  Texas 

The  Railway  and  Power  Engineering  Corporation 

133  Eastern  Ave.,  Toronto;  Montreal;  Winnipeg,  Canada 


24 


ELECTRIC  RAILWAY  JOURNAL 


June  23, 1928 


':  *^ 


**  Ignotance  is  the  cause 
o{  economic  waste** 


— ^d  Mr.  O.  H.  Cheney,  Vice- 
President  of  the  American  Exchange- 
Pacific  National  Bank,  New  York 
City,  in  a  recent  address.  "Ignorance 
of  the  facts  of  supply  and  demand  is 
the  cause  of  troubles  which  afflict  the 
separate  industries.  Ignorance  of 
efficient  business  methods  is  the 
cause  of  individual  failure." 

There  is  no  need,  today,  for  the  in- 
dividual business  man  to  be  in  the 
dark  about  conditions  and  improved 
practice  in  his  field.  The  business 
press  particularly  those  publications 
belonging  to  the  A.B.P.,  are  serving 
industry  better  and  more  completely 
than  ever  before. 


Fight  waste  with 

facts  from  A.  B.  P. 

papers 

Get  the  most  out  of 
your  business  paper. 
Read  its  editorials 
for  the  worth-while 


opinions  of  men  who  know.  Read 
its  technical  articles  to  keep  pace 
with  current  developments.  Read 
its  advertisements  for  dollar-saving 
suggestions. 

You  fight  waste  with  facts  when  you 
get  your  information  from  an  A.B.P, 
publication — this  one,  for  example. 
High  standards  of  accuracy  in  editor- 
ial as  well  as  advertising  content  are 
exacted  as  a  condition  of  member- 
ship in  the  Associated  Business 
Papers,  Inc.  ^ 

Advertisers  in  A.B.P.  papers  are 
combating  selling  waste  by  reaching 
selected  groups  of 
readers  who  are 
searching  for  just 
such  economical  sug- 
gestions as  the  adver- 
tisers have  to  offer. 

Are  you  making  the 
most    of   this,    your 


Be  a  conaialent  loader  of  youz  PMPor, 
Each  iaat/e  contain*  infortnmtion  tliMt you 
would  not  want  to  aiiaa. 


business  ftaper? 


A 


THE  ASSOCIATED  BUSINESS  PAPERS,  In& 
Executive  Offices:  220  West  44th  St.,  New  York,  N.  Y. 


B 


f> 


An   Aaaociation   of  none  but  qualiSod  publications   reaching  54 
fields  of  trade  and  industry. 


ELECTRIC  RAILWAY  JOURNAL 


25 


better  strand  -^  / 

that  cuts  like  barf 


Strands  that  require  seizing — that  un- 
strand — that  "bird-cage"  and  kink — 
are  expensive. 

You  can  cut  Page  Preformed  Strand 
like  bar  with  the  assurance  that  the 
wires  will  not  fly  apart. 

The  wires  are  free  from  locked -up 
stress  because  they  are  preformed — 
laid  in  place — not  twisted.  No  seizing 
is  required  and  there  is  no  wastage 
from  frayed  ends. 

With  Page  Preformed  Strand  there  is 


no  kinking  and  unstranding. 
Its  uniform  lay  makes  splic-     " 
ing  much  simpler.  And  dead-end  fas- 
teners are  more  easily  attached. 

What  is  more,  Page  Preformed  Strand 
lasts  longer  in  service.  The  loads  are 
equally  distributed  so  that  the  com- 
bined strength  of  all  the  wires  is 
utilized. 

It  will  pay  you  to  investigate.  Your 
name  and  address  bring  a  free  test 
sample. 


PAGE  STEEL  and  WIRE  COMPANY 

An  Associate  Company  of  the  American  Chain  Company,  Inc. 

BRIDGEPORT,    CONNECTICUT 

District  Sales  Offices:  Chicago.  New  York,  Pittsburgh,  San  Francisco 

Manufactured  under  license  arrangements  with  the 

American  Cable  Company,  Inc. 


I  M^'S^tf. 


B\€E  ^g^^  Strand 

outperforms  because  it  is  preformed 


26 


ELECTRIC  RAILWAY  JOURNAL 


June  23, 1928 


Mutual  Service 


To  the  manufacturers  and  distributors  of 
America  and  the  street  railway  systems  that 
transport  the  millions  of  America's  potential 
buyers,  Collier  offers  a  mutual  service. 

This  service  has  brought  the  street  railway  riders 
in  thousands  of  cities  and  towns  throughout  the 
country  to  look  upon  car  cards  as  extremely  useful 
and  pleasing  features  of  up-to-date  street  car  serv- 
ice. It  has  given  national  and  local  advertisers  a 
medium  thru  which  they  can  get  their  messages  to 
selected  territories  easily,  economically  and  con- 
vincingly. 

Our  business  is  one  of  service — service  to  the  street 
railway  industry,  service  to  America's  national  and 
local  advertisers,  service  to  the  millions  of  people 
who  daily  ride  on  street  cars. 


»«i>-'^-%;t»f; 


CANDLER  BUILDING, 
NEW  YORK,  N.  Y. 


June  23,  1928 


ELECTRIC  RAILWAY  JOURNAL 


27 


amibine  Mgh 


strength  and  long  1^ 


SALES  OFFICES 

332  So.  Michigan  Ave., 

Chicago 

350    Madison   Ave., 

New  York  City 

401  W.  Main  St., 

Louisville,  Ky. 

Brunswick,  Ga. 

Bogalusa,  La. 


SOUTHERN  Yellow  Pine  stands  first  in  point  of  strength 
among  all  pole  timbers.   Nature  took  care  of  that. 

But  nature  did  not  endow  this  wood  with  an  ability  to  resist 
decay.    Man  has  to  provide  that. 

Amcreco  poles  are  select  southern  yellow  pine.  Therefore,  there 
is  no  question  about  their  strength.  They  are  also  protected  from 
decay  by  the  most  effective  method  devised —  full  pressure  treatment 
with  pure  creosote  oil.  The  Lowry  process  used  in  all  Amcreco 
plants  has  demonstrated  its  advantages  in  many  years  of  operation. 

Not  only  do  Amcreco  poles  combine  high  initial  strength  and 
long  life — better  still,  they  provide  strength  which  is  maintained 
throughout  the  life  of  the  pole.  Tests  on  creosoted  pine  poles  27 
years  old  show  no  signs  of  weakening  while  an  untreated  or 
partially  treated  pole  begins  to  deteriorate  from  the  day  it  is  set. 

Get  an  estimate  on  Amcreco  poles  for  your  lines. 

AMERICAN  GREOSOTING  GOMPANY 


COLONIAL 

CREOSOTING 

COMPANY 


A^6tEC> 


Liyy^iiwfjgmi 


GEORGIA 

CREOSOTING 

COMPANY 


LOUISVIUUE    ^-    KENTUCKY 


KRJ  6-23-araj 


28 


ELECTRIC  RAILWAY  JOURNAL 


June  23, 1928 


2" <iiiiiiiiiiiiiiiiiimiiijiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiii miuiiiiiiiiiiriiiiiiiniiiiiiiiiiiiiiiiiiiijiiiiiiiijiiiiiijiiiiiiiiiiiiiiiuiiii':     jiiiii iiiiiiiiiiiitmiiiiiiiiiiii iiiiiiiiiiiiiiiiii uiiiiiiiiiiiiiiii iiiiriiiiiiiHiiiiiiiiiriiiiiiiiiiiiiiiriiiiiiiiiiiiii iiiiis 


o^^J^a. 


^  '"He  1* 


COLUMBIA 

I   Railway  Supplies  and  Equipment 


Machine  and 
Sheet  Metal  Work 

Forgings 

Special  Machinery 

and   Patterns 

Grey  Iron  and 
Brass  Castings 

Armature  and 
Field  Coils. 


The  Columbia  Machine  Works  mid  M.  I,  Co. 
263  Chestnut  St.,  comer  Atlantic  Av*., 
Brooklyn,  New  York 


snmER 

^^    FRONT 


A  complete  line 
for  Truck  t. 
Tractors  and 
Trailers. 


Motor         ^  i 


WnilllHIHHIIIIIHIIIIIIIIIIIIIIIIIIIIIIIIIIIimilllllllllllllll llllirillllllllllMIIIIIIIIIIIIIIIIIIIIIIIIIIIIJIIIIIIIIIIIIIIIIIIIJIIIIIIIIIIIIIIIIIIn       ?i Ilillililiiililllilllliu II 


USSES  I 

i    i  SHULER  AXLE  COMPANY  | 

I     I    Louisville  Incorporated  Kentucky    I 

III  Mmthrr  of  ^fotor    Truck   Indmttrim  Inc    of  America  I      Z 

iPiiHiiriiiM<<piiiiiiiMiiriiitiiiiiiiiiii)iiiiiiiiMiriiiiMiii'itiiiiiii)iiiMiiiMniiiiiiiriiiiiiiitiiiiiiiiir 


June  23,  1928  ELECTRIC  RAILWAY  JOURNAL  .  29 


AH  transportation  companies  now  rec- 
ognize that  theirs  is  a  selling  as  well  as 
an  operating  job*  And  they  have  found 
that  wheels,  forgings  and  other  parts  of 
"Standard'^  Steel  not  only  help  to  keep 
down  operating  costs  but  increase  the 
comfort  and  the  safety  of  equipment  to 
a  point  which  strengthens  public  confi' 
dence  and  makes  it  easier  to  sell  a 
transportation  service* 


4^0*4> 


Standard  Steel  Works  Company 

philadelphia,  pa. 

BRANCH  OFFICES 

CHICAGO  NEW  YORK  PORTLAND  SAN  FRANCISCO  PITTSBURGH 

ST.  LOUIS  HOUSTON  RICHMOND  ST.  PAUL  MEXICO  CITY 

WORKS:  BURNHAM,  PA. 


30 


ELECTRIC  RAILWAY  JOURNAL 


June  23,  1928 


afu^er^j^  ^tv^ityj&  er^ j 


jTor^.  Bacon  d  ^avb 

incorporated 

Engineers 

115  Broadway,  Mew  York 
PHILADELPHIA  CHICAUO  SAN  FKANCIBCO 


STONE  &  WEBSTER 

Incorporated 

Design  and  Construction 

Examinations     Reports     Appraisals 

Industrial  and  Public  Service  Properties 

www    TORK  BOSTON  CHICAOO 


Sanderson  &  Porter 

ENGINEERS 
PUBLIC  UTILITIES  &  INDUSTRIALS 

DmUii  CoDBtructloD  Manacemenl 

Examinatloni  B«porU  Valnationi 


CHICAOO 


NEW  YORK 


BAN  raANCISCO 


ALBERT  S.  RICHEY 

ELECTRIC  RAILWAY  ENGINEER 
WORCESTER.    MASSACHUSETTS 
■PORT* -  APPRAISAL*  -  RATIB  ■  OPKRATION  . SKRVICS 


B.  BUCHANAN 
President 


JOHN  r.  LAYNG 
Vice-President 


W.  H.  PRICE,  JR. 

Seo'j-Treas. 

BUCHANAN  &  LAYNG  CORPORATION 

Engineering  and  Management,  Construction 
Financial  Reports,  Traffic  Surveys 
and  Equipment  Maintenance 
BALTIMORE 
1004  Citizens  National 
Bank  Bids. 


Phone : 
Hanover:  2142 


NEW  TORK 
4»  Wall  Street 


HEMPHILL  &  WELLS 

CONSULTING  ENGINEERS 

Gardner  P.  Wells  Albert  W.  Hemphill 

APPRAISALS 

INVESTIGATIONS  COVERING 

Reorganization       Management       Operation       Construction 

43  Cedar  Street,  New  York  City 


KELKER,  DeLEUW  &  GO. 

CONSULTING  ENGINEERS 

REPORTS  ON 

Operating  Problems  Valuations  Traffic  Surreys 

1 II  W.  Watbington  Street,  Chicago,  III. 


E.  H.  FAILE  &  CO. 


Designers  of 
Garages —  Service  Buildings 
441  LEzmaroN  ate. 


Terminals 

MEW  TOBK 


The  J.  G.  White 
Engineering  Corporation 

Engineers— Constructors 

Oil  Reflnerles  «nd  Pipe  Lines,  Steam  and  Water  Power  Pltnts.  Transmission 
Systoms,  Hotels,  Acartments,  omce  and  Industrial  Buildings,  Railroads. 


43  Exchange  Place 


New  York 


THE  BEELER  ORGANIZATION 

Transportation,  Traffic,  Operating  Surveys 

Better  Service — Financial  Reports 

Appraisals— Management 

52  Vanderbilt  Ave.  New  York 


Engelhardt  W.  Holst 

Consulting  Engineers 

Appraisals  Reports  Rates  Service  Inyestlaratlon 

Studies  on   Financial  and  Physical   Rehabilitation 

Reorganization     Operation     Management 

683  Atlantic  Ave.,  BOSTON,  MASS. 


New  York 


BYLLESBY 

ENGINEERING  AND 

MANAGEMENT  CORPORATION 

231  S.  La  Salle  Street,  Chicago 


Plttsbargh 


Sun  Franolseo 


DAY  &  ZIMMERMANN.  Inc. 

ENGINEERS 

Design    -  Construction    -    Reports 

Valuations   -   Management 

NEW  YORK  PHILADELPHIA 


CHICAGO 


WALTER  JACKSON 

Consultant  on  Fares  and  Motor  Buses 

The  Weekly  and  Sunday  Pass — Differential 

Fares — Ride   Selling 

Holbrook  Hall  5-W-3 

160  Gramatan   Ave.,  Mt.  Vernon,  N.  Y. 


McCLELLAN  &  JUNKERSFELD 

Incorporated 

Engineering  and  Construction 

Exam  inations — Reports — Valuations 
Transportation  Problems — .Power  Developments 

68  TRINITY  PLACE  NEW  YORK 


THE  P.  EDWARD  WISH  SERVICE 

K,'L«,'"ir«!X.^'-  Street  Railway  Inspection  131  State  St. 

NEW  YORK  DETECTIVES  BOSTON 


When  wrItInK  the  advertlaer  for  Informntlon  or 

prices,  a  mention  of  the  Electric  KuUway 

Journal  would  be  appreciated. 


June  23, 1928 


ELECTRIC  RAILWAY  JOURNAL 


31 


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THE  BABCOCK  &  WILCOX  COMPANY 


Builders  since  1868  of 
Water  Tube  Boilers 
of  continuing  reliability 


85  Liberty  Street,  New  York 

Makers  of  Steam  Superheaters 
since  1898  and  of  Chain  Grate 
Stokers    since    1893 


BRANCH  OFFICES 
ATUkNTA,  Candler  Building 
Boston,  80  Federal  Street 
Chicago,  Marquette  Building 
Cincinnati,  Traction  Building 
CLHVBiAND,  Guardian  Building 
Dallas,  Texas,  Magnolia  Building 
DKNvBat,  444  Seventeenth  Street 
Dbtroit,  Ford  Building 
HODSTON,  Texas,  Electric  Building 
Los  ANGELES,  Central  Building 
New  Orleans,  344  Camp  Street 

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WORKS 
Bayonne,  N.  J. 
Barberton,  Ohio 


BRANCH  OFFICES 

Pbiladblphla,  Packard  Building 

Phoenix,  Ariz.,  Heard  Building 

Pittsburgh,  Farmers  Deposit  Bank  Building 

Portland,  Orb.,  Falling  Building 

Salt  Laxb  City,  Kearns  Building 

San  Francisco,  Sheldon  Building 

Seattle,  L.  C.  Smith  Building 

Honolulu,  T.  H.,  Castle  &  Cooke  Building 

Havana,  Cuba,  Calle  de  Aguiar  104 

San  Juan,  Porto  Rico,  Royal  Bank  Building 


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;) 


Personalized 
Service 


By  this  is  meant  a  type  of  engineer- 
ing service  that  writes  into  apprais- 
als, rate  cases,  report  work,  and  the 
planning,  supervising  and  building 
of  engineering  projects  an  unusual 
degree  of  personal  interest  in  the 
work  at  hand. 

The  compactness  of  an  organization  plus 
the  personal  work  done  by  its  executives 
enables  it  to  extend  this  degree  of  per- 
sonalized service  to  a  point  where  it  is 
not  only  particularly  helpful  but  hard  to 
duplicate. 


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(4^ 


PRESIDENT 


STEVENS  &  WOOD,  Incorporated 

Engineers  and  Constructors 

120  Broadway,  New  York 

Chicago        .        .        Youngstown  O. 

A      Personalized      Service 


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I  EIGHT  WORKS 

KAMAPO-AJAX-i:LLIOT     J 
HLIXBURN.NEW  YOKK  *^ 
NIAC/\RA  rAllJ>.  N.Y. 
CHICAGO.  ILLINOIS 

.  EASTST.UiLIS.  ILL 
PUEUI O.  COLORADO 
SUI'KKIOn.WlbCONSlN' 
LOS  ANGELES.  CAI, 
NIAG/MiA  PALLS.  ONT.. 


RAMAPO  AUTOMATIC 
RETURN  SWITCH  STANDS 
FOR  PASSING  SIDINGS 

TEE  RAIL  SPECIAL  WORK 

fMANCANESE  WORK  A  SPECIALTY 

SALES  OFFICES  AT  ALL  WORKS 
^Main  Office.  HILLBURN,  N.V 


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1^  RET  L  li 

NORTHERN    ^„^    .    JT'^T^-    -, «        WESTERN      I  I 
CEDAR  POLES  U 


IT 


BUTT  TREATING 
ALL  GRADES 


TIES 


BELL    LUMBER   CO.,  Minneapolis,  Minrx. 


Jl 


Donbl*  R*gl»t«r 
Trp*  K-II 


International 
Registers 

Made  in  aingle  and  double 
typei  to  meet  requirement! 
of  lervice.  For  band  or  foot, 
mechanical  or  electric  opera- 
tion. Counters,  car  fittingt, 
conductori'   punches. 


I   I  The  International  Register  Co. 

II  15  South  Throop  Street,  Chicago,  Illinois 

I      ^iHiiMiiiiiiiiiiMiMiitiiiiiiiiimiiiiiiiiiiiiiiMiiiiiiiii.'iiiiiniiiiiiiiMiiiiiiiitiuiiiniiiiiiiiitiiiniiiijnMniiMiniiitiiiiiiiiiiiiitiiiiiuiui 
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I  I        Kalamazoo  Trolley  Wheels         | 


I  The  value  of  Kalamazoo  Trolley 

I  Wheels    and    Harps    has    been 

I  demonstrated  by  large  and  small 

I  electric    railway    systems    for    a 

I  period    of    thirty   years.     Being 

I  exclusive     manufacturers,     with 

I  no  other  lines  to  maintain,  it  is 

I  through  the  high  quality  of  our 

I  product  that  we  merit  the  large 

I  patronage  we  now  enjoy.    With 

I  the   assurance   that  you   pay   no 

I  premium    for    quality    we    will 

I  appreciate  your  inquiries. 

I  THE  STAR  BRASS  WORKS  | 

i  KALAMAZOO,  MICH.,  U.  S.  A. 

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I  Efficient  Bus  Heating 

I  jvith 

The  N-L  Venti-Duet  Heater 

I  THE  NICHOLS-LINTERN  CO. 

i  7960  Lorain  Ave.  Oeveland.  Ohio 

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A. 


Rod,  Wire  and  Cable  Products 

ANAjCONDA  anaconda  copper  mining  company 
'^7~jj'^"'~'     the  american  brass  company 

""'^"'^'  General  Offices    -    -    25  Broadway,  New  York 

ANACONDA  TROLLEY  WIRE 


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32 


ELECTRIC  RAILWAY  JOURNAL 


June  23, 1928 


Now  they  clean  compressors 
in  one-fourth  the  time! 

TTORMERLY,  in  the  shops  of  a  certain 
street  railway,  only  1  air  compressor 
was  cleaned  a  day.  Now,  with  the  same 
labor,  4  compressors  are  cleaned  daily 
through  the  use  of  Oakite  Railroad  Cleaner. 
A  t3Tjical —  not  unusual —  example  of  the 
saving  in  time  which  Oakite  cleaning  makes 
possible. 

Moreover,  Oakite  cleaning  is  thorough, 
safe,  economical.    For  cleaning: 

Air  compressors — Air  brake  valves — Bus  bodies — 
Car  bodies  —  Car  floors  —  Car  hardware  —  Car 
windows — Commutator  parts — Galvanized  car  roofs 
— Headlight  reflectors — Journal  boxes — Motor  parts 
— Oily  waste  —  Seats. 

For  complete  information,  write  for  a  copy 
of  "Cleaning  in  Railroad  and  Car  Shops." 

Oakite  Service  Men.  cleaning  specialists,  are  located  in 
the   leading  industrial  centers  of  the    V.   S.   and  Canada 

Manufactured  only  by 
.  OAKITE  PRODUCTS,  INC.,  28B  Thamem  St.,  NEW  YORK,  N.  Y. 

OAKITE  1 1 

btdustnal  Oeaning Materials  axdMetbods   \  | 

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JiiiinHiniiiniiiiiiiimiiiiiiiiiitiiiiiiiHiMiiiiiiniiiiiiiiiiiiiiJiiuiniiUMininiiiiiiniiiiiiiiiiiiiiiiiiiiiiiimiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiii 


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Arc  Weld 


Rail  Bonds 


AND  ALL  OTHER  TYPES  % 

I 
Descriptive  Catalogue  Furnished  | 

American  Steel  8C  Wire  Company  | 

=  CHICAOO.   NEW  YORK.   BOSTON.    CLEVELAND,   WORCESTEB.   PHILADEL-  = 

=  PHIA,    PITTSBURGH,    BUFFALO,    DETROIT,    CINCINNATI,    BALTIMORE,  i 

i  WILKE8-BARRE.    ST  LOUIS,    KANSAS  CITY.    ST.  PAUL,    OKLAHOMA  CITY,  S 

=  BIRMINGHAM.   MEMPHIS.   DALLAS,  ATLANTA.  DENVER.  SALT  LAKE  CITY  = 

=  EXPORT  BBPKESENTATIVE:   U.  S.   STEEL  PRODUCTS  CO.,   NEW  YORK  i 

=  PACIFIC  COAST  REPRESENTATIVE:   0.   8.   8TKEL  PRODUCTS  COMPANY,  = 

=  SAN  FRANCISCO,    LOS  ANGELES.    PORTLAND,    SEATTLE.  | 
fiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiMiJiiihiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiuiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiniiiriiiiiiiiiiiiiiiiiiimiil: 


RIGHT  ON  YOUR  DESK— Just  the  data 
you  want! 


Electric  railway  executives, 
ejisrineers  and  operatinir  men 
have  long  respected  Riehey's 
ELECTRIC  RAILWAY  HAND- 
BOOK as  the  one  gtesA  pocket- 
book  of  practice  data,  form- 
ulas and  tables  in  the  electric 
railway  field.  It  covers  every 
phase  of  electric  railway  work 
from  Roadbed  and.  Track  to 
Sigmals  and  Communication, 

Riehey's 

Electric  Railway 
Handbook 

Second  Edition 

798  pages,  pocket-size,  flexible, 
illustrated.     (4.00   postpaid. 

It  presents 

<1)  Data  on  subjects  which  come  up 
in  eveoday  electric  railway 
practice  for  constant  use  by 
the  operating,  ctmstructlng  and 
deslsninK  eQfflneer. 

(2)  Material  of  service  to  the  non- 
technical  manager  or  operator. 

(3)  Reference  material  on  electric 
railway  practice  for  those  who 
are  speciallzins  In  other  or 
allied  fields. 

Information  every  electric  rail- 
way man  needs — best  methods 
— chanjres  in  practice  and 
theory — that's    Richey. 

See    your    copy    FREE 
Mail   just   this   coupon 


McGRAW-HILL    FREE    EXAMINATION    COUPON 


I      =     McGraw-Hill  Book  Co.,  Inc.,  370  Seventh  Ave.,  New  York.  N.  Y. 


Tou  may  send  me  on  10  days'  approval  RICHEY'S  EIECTRIC  RAILWAY  = 
HANDBOOK,  14.00  net.  I  agree  to  pay  for  the  book  or  return  it  poetptld  = 
within  10  days  of  receipt.  = 

Signed      | 

Address    ^ i 

X 

Official  Position    | 

Nsme   of    Company    3 

E.  6-23-28     = 
^uiiiiiiiiiiiimiitiiiiiiMiiiiiiHiiiiiiiiiiiitiiiiiiiniitiiiiiiiiiitiiiiiihiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiMiniiiiiiiiiiMiiiiiiiiM 

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ELRECO  TUBULAR  POLES 


COMBINE 
Lowest  Cost  Lightest  Weight 

Least  Maintenance  Greatest  Adaptability 

OsUlof  complsta  wlUi  ecrlneerlnc  (Uts  lent  on  regtieat. 
ELECTRIC  RAILWAY  EQUIPMENT  CO. 

CINCINNATI,  OHIO 

New  York  CItT.  30  Cainrch  Street 

illilllHIillllliliiMlllllliliiliiMiiiiiitiiiiiiiiiiirinilninriiniiiiiniiiiiiniiuiiniiiiiiiiiiiiiiiiiininiiiiiiiiiiiliitlillliitlllllllllillliliuiHi 


ennimiiiiiiiuriijuiiiriiiiriiiiiniiniiiiiiiiiiiiiitrimii in iiiuniiimiraiiminlinili iiiiiliimiiilliiiiniimiiliiiilililimi:        lilllliiiillliiiiliniliiiiiiimilM iiiiiiimilii iiiiiimiliiiiiiiiiiilillllim ini > iiiiiimiiiiiimiiiiiiiiiuiiiiiiiiiiii'. 


Johnson 

Electric 

Fare 

Boxes 


B 


and  overhead  registers  make  possible 
the  instantaneous  registering  and 
counting  of  every  fare.  Revenues  are 
increased  1'  to  S^V,  and  the  efficiency 
of  one-man  operation  is  materially 
increased.    Over  4000  already  in  use. 

Johnson  Fare  Box  Co. 

4619  Ravenswood  Are,,  Chicago,  IlL 

imiiHiiiiiiiiiHiiHiiiiiniiiuiiiiiiiiimiiinHiiiiiiiiiiiiiiiitiininmmiiitiiitHmniiiiHHiimtiitti 


Boyerized  Parts: 


Hrake  Pins 
Itrake    nansers 
Itrake   Levers 
I'edestal    Glhs 
Itrake   Fulcruras 
Turnbuckles 

rase  Hardened  BuHhinKs 
Center  Bearlngi 
Side   Bearing! 


Spring   Post   Iliishingi 
Spring   Posts 
UolKtcr   and   Transom 

Cliaflng    Plates 
Manganese  Urake  Headi 
Manganene  Truck  Parti  = 
Forging 8  = 

Bronze  Bearings  = 

McArthur   Turnttucklei    £ 


Trolley  Pins 
Can    be    purohased    throuch    the    followlm  = 


San   Franclico.   Ctl. 


representatires 

F  P.   Bodler, 

803    Monadnock  Bldg. 
W.    F.   McKenney, 

54  First  Street,  Portland.  Oregon. 
J.   H.  Denton. 

1328    Broadway,   New  York   City.   N 
A.   W.   Arlln. 

Sid   Delta  Bldg.,   Los  Angeles,   Cat. 


Betnis   Car   Truck   Company  j 

Springfield,  Mass.  i 


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June  23, 1928 


ELECTRIC  RAILWAY  JOURNAL 


33 


USED  EQUIPMENT  C^  NEW~™BUSINESS  OPPORTUNITIES 

UNOISPLAYED-RATBPICHWORD:  INFORMATION:       "^                                    ^    ^^     DISPUV^UCI.  -  HATK  I'^^^ 

f(>»Uion$    Wanted.    4    cents    »    word,    mtnunuju  Btr    \m/iVrjt    In    cure    of    any    of    out    omees  .^    ^o      7   inche? 4.30    mi    iiith 

TS   contft  an  insertion,  payable  1b  adrance.  count   10  words  additional  in  undisplayed  add.  s    to   i4    Inches 4.10    hr   inch 

Pofitionx    VfU-ant    and    »11    other    clas^ff    ■*     -  -  f}iAC€unt  of    Itt^r    if    one    paymKnt   is    made    In              Rates  for  larger  arwc'--3.  oryearlyrui- 

teiils   n.  word,   minimum   charge  J"  advanc*    for    four    consecutive     Iqaertions     of             Art  /Kfocrtwint?    vu-h    fs    measured 

PrifHIllBMiftrit-p'^^'""'  '       -^■".-'"■'■"•■""■'^    (not  Jnciudln»  propos.i»J.,,^,,,^^a^2lmS...A«>I,um^ 


IIIIIIIIIIIMIIMMIIHItlllMI 


POSITIONS   WANTED 


Over 

6000 

other 

men 

in  the 

Electric 

Railway 

Field 

see  this 

page— 

Then 

isn't  this  the  logical  place  to 
advertise  any  business  wants 
you  may  have  of  interest  to 
Electric  Railway  men?  Em- 
ployment— Business — Equip- 
ment Opportunities,  Etc., 
Etc.,  Etc. 


MANAGER  or  general  superintendent ; 
fifteen  years'  successful  experience. 
PW-116,  Electric  Railway  Journal,  Tenth 
Ave.  at  36th  St.,  New  York. 


SUPERINTENDENT  transportation,  wide 
experience,  established  successful  record, 
every  class  of  transportation,  progressive, 
efficient,  capable  getting  results  under  any 
condition ;  available  short  notice :  fine 
references.  PW-117,  Electric  Railway 
Journal,  Guardian  Bldg.,  Cleveland,  Ohio. 


IMPORTANT 

Original  letters  of  recommendation  or 
papers  of  value  should  not  be  en- 
closed to  unknown  correspondents — 
send  copies. 


i  FOR  SALE 

I  Complete   and    up-to-date 

Double  Truck 
Line  Car 

I  4-Motor   Equipment,   $1200. 

I   6 — 203-L— G.  E.  Railway  Moton 

I     Must  Remove  Above  Equipment  At  Once, 
i  Wire   us   if  interested 

I       H.  E.  Salzberg  Co.,  Inc. 

I  325  Broadway.  New  York  City 


AN  ENGlNEER^ 
ECONOMIST 

36  years  of  ag^e.  raised  in  the  practical 
school  of  thingrs.  has  had  an  unusually 
broad,  practical,  executive  experience  that 
has  contacted  practically  every  basic  in- 
dustry known  in  the  United  States,  as  well 
as  many  collateral  industries. 

His  experience  has  been  very  broad, 
practical  and  thoroug-h  in  all  classes  of 
Public  Utilities  and  has  contacted,  in  a 
practical  manner,  all  phases  of  the  Petro- 
leum industry. 

He  is  especially  well  equipped  to  in- 
vestigate subjects  for  financing-  and  place 
before  the  principals  involved  the  salients 
in  such  a  manner  as  to  enable  iritellig"ent 
action. 

He  is  capable  of  analyzing  the  causes  of 
poor  earning-B  and  proscribe  corrective 
measures  and.  if  neoessarj',  administer  the 
subject  until  the  desired  conditions  prevail. 
An  org^anizer  and  a  handler  of  men.  Works 
harmoniously  in  any  situation.  Abreast  of 
important  matters  of  the  day  and  capable 
of  reshaping'  general,  as  well  as  sales, 
policies  in  a  practical  fashion  to  meet  the 
chang-inp   conditions  of   the   day. 

Hi.«  experience  and  abilit.v  are  such  as  to 
make  his  service  of  large  value  to  financial 
interests  where  there  are.  from  time  to 
time,   varying-  problems  to  be  solved. 

Will  consider  connections  with  the  rig^ht 
people  and  where  the  future  appears  to  be 
compensating. 

Available  in  fifteen  to  thirty  days. 

Reply  care   of : 

PW-118,  Electric  Railway  Journal, 
Tenth  Ave.  at  3eth  St.,  New  York  City 


JIHIMIMttlMIMIIIIIIIIItinttlltMltllltli 


WHEEL  PRESSES 

125-ton.    arranged   for  motor  drive. 
Excellent,    thoroughly    overhauled.    Cheap. 

^LNICKER  IN  ST.  LOUIS 

Rails,  Locomotives,  Cranes,  Oil  Engines*  etc. 


IMIIMIIIIHIIIIMltt^ 


ItMtlMIIMItlllllMltMMIMtll 


For  Sale  the  Following  Equipment 


1 — Direct  Connected  Synchronous  motor 
generator  set  with  exciter  direct  con- 
nected to  generator  end  of  sliaft.  WeBt- 
ingliouse  synchronous  motor  450  hp. 
output,  4000/3a00  volts.  60  cycle.  3 
phase,  65  amps,  per  phase,  900  r.p.m.. 
Serial  1108617.  Westinghouse  Gen- 
erator 300  kw..  600  volt.  500  amp.. 
900  r.p.m..  Serial  1108631.  Exciter 
No.  70-Li,  Type  SK.  Compound  Wound. 
7  kw..  135  volt,  56  amps.,  D.C..  Serial 
1108613.  This  set  has  complete  con- 
trol equipment  for  starting  either  from 
A.C.  or  D.C.  ends.  The  outfit  Is  of  a 
heavy  duty  type.     Charleston,  ni. 

1 — Quincy  Cross  Comp<rand   Corliss  Engine 


direct  connected  to  Western  Electric 
Generator  Serial  25531.  Type  L-8-335 
kw.,  D.C,  Speed  150  r.p.m.,  390  amps., 
535  volts  no  load,  575  volts  lull  load. 
Anna.  111. 

1 — 100  kw.  Westinghouse  Generator,  4 
volt  Interpole,  550  volts.  D.C.  1130 
r.p.m.,  self  contained  on  sub-base,  150 
hp..  Type  CCL.  motor.  60  cycle.  A.C. 
3  phase,  3300  volts.     Mattoon.  111. 

1 — 300  kw.,  Westinghouse  650  volt,  D.C. 
Interpole  Generator,  self  contained  on 
sub-base  at  600  r.p.m.,  with  450  ph. 
Westinghouse  synchronous  motor  60 
cycle.  A.C,  3  phase.  2300  volts.  Mat- 
toon.   111. 


AU  of   this   equipment   was   in   operating  condition  when  removed  from  service  and  it 
available  lor  inspection  at  the  locations  mentioned.     Prices  and  terms  upon  application. 

CENTRAL  ILLINOIS  PUBLIC  SERVICE  CO. 

SPRINGFIELD,   ILLINOIS 
D.  R.  TRUAX,  Purchasing  and  Stores  Agent 


34 


ELECTRIC  RAILWAY  JOURNAL 


June  23, 1921 


I 


WHAT  AND  WHERE  TO  BUY 

Equipment,  Apparatus  and  Supplies  Used  by  the  Electric   Railway  Industry 
with    Names    of    Manufacturers    and   Distributors    Advertising   in    this    Issue 

This  index  is  published  as  a  convenience  to  the  reader.    Every  care  is  taken  to  make  it 
accurate,  but  Electric  Railway  Journal  assumes  no  responsibility  lor  errors  or  omissions. 


Advertising,  Streeet  Car 

Collier.  inc\.  Barron  G. 

Air  Brakes 

General  Electric  Co. 
Westinghouse  Tr.  Br.  Co. 

Anchors,  Guy 

Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Ohio  Brass  Co. 
Westinghouse  E.  &  M.  Co. 

Armature  Shop  Tools 

Columbia   Machine    Works 
Elec.  Service  Supplies  Co. 

Antomatie  Retarn  Switch 
Stands 
Ramapo  Ajax  Corp. 

ADtomatic  Safety  Switch 
Stands 
Bamapo   Ajax  Corp. 

Axles 

Bemis  Car  Truck  Co. 
Bethlehem  Steel  Co. 
Brill    Co..    The  J.   G. 
Carnegie  Steel   Co. 
Cincinnati    Car    Co. 
Westinghouse  E.  &  H.  Co. 

Axles.   Front 

Shuler  Axle  Co. 

Axles    (Front    &    Rear) 

Motor   Truck    &    Passenger 
Car 

Tlmken  Detroit  Axle  Co. 

Axles,  Trailer  It   Motor   Bnii 

Timkeii  Detroit  Axle  Co. 

Babbitting  Devices 
Columbia  Machine  Works 

Badges  and  Buttons 

Elec.   Service  Supplies  Co. 
Inter.    Cash    Beg.    Co.,    The 

Batteries.  Dry 

Nichols-Lintern  Co. 

Bearings,  Anti-Friction 

Timken    Boiler    Bearing   Co. 

Bearings,  Rail 
Norma-HoSman  Br'gs  Corp. 

Bearings  and  Bearing  Metals 

Bemis  Car  Truck  Co. 
Brill  Co..  The  J.  G. 
Cincltmati   Car  Co. 
Columbia  M:ichine  Works 
Westlnghouse  E.   &  M.  Co. 

Bearings,  Center  and  Roller 
Side 
Cincinnati  Car  Co. 
Columbia  Machine  Works 
Stuckl    Co..    A. 

Bearings.  Roller 

Norma-Hriffnian   Br'gs  Corp. 
Timken  Boiler  Bearing  Co. 

Bearings,   Thrust 
Timken  Roller  Bearing  Co. 

Bells  and  Bnzzers 

Consolidated   Car  Htg.  Co. 

Bells  and  Gongs 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Columbia  Machine  Works 
Elec.  Service  Supplies   Co. 

Benders,   Rail 

Railway  Trackwork  Co. 

BfMlies,  Bas 

Bender  Body  Co. 
Brill  Co.  The  J.  G. 

Boilers 
Babcock  &  Wilcox  Co. 

Bolts,   Case   Hardened 

BemiH  Car  Truck  Co. 

Bond  Testers 
American   Steel    8i  Wire  Co. 
Electric  Service  Supplies  Co. 

Bonding  Apparatns 
American   Steel  &  Wire  Co. 
Elec.   Service   Supplies  Co. 
Ohio   Brass   Co. 
Railway  Trackwork   Co. 
Una  Welding  Ic  Bonding  Co. 

Bonds,  Rail 
American  Steel   &  Wire  Co. 
Elec.  Service  Supplies  Co. 
General  Electric  Co. 


Ohio  Brass  Co. 
Page  Steel  &  Wire  Co. 
Railway  Trackwork  Co. 
Una  Welding  &  Bonding  Co. 
Westinghouse  E.  &  M.  Co. 

Brackets  and  Cross  Arms 
(See  also  Poles,  Ties, 
Posts,  etc.) 

Columbia  Machine  Works 
Elec.     Ry.    Equipment    Co. 
Elec.  Service   Supplies  Co. 
General  Electric  Co. 
Ohio   Brass  Co. 

Brake  Adjusters 

Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
National  Ry.  Anpliance  Co. 
Westinghouse  Tr.  Br.  Co. 

Brake  Shoes 
Amer.  Br.  Shoe  &  F'dry  Co. 
Bemis   Car   Truck   Co. 
BriU  C!o..  The  J.  G. 

Brake  Testers 
National  Ry,  Appliance  Co. 

Brakes,  Brake  Systems  and 
Brake  Parts 

Bemis  Car  Truck  Co. 
Brill  Co..  The  J.  G. 
Cincinnati   Car  Co. 
Columbia  Machine  Works 
General  Electric  Co. 
National   Brake  Co. 
Safely  Car   Devices  Co. 
Westinghouse  Tr.   Br.  Co. 

Brakes,  Magnetic  Rail 

Cincinnati  Car  Co. 

Brushes,  Carbon 

General  Electric  Co. 
Westinghouse   B.   &  M.   Co. 

Brushholders 

Columbia  Machine  Works 
General  Electric  Co. 

Ruses.  Motor 

General  Electric  Co. 

Bus  Lighting 

National   Ry.  Appliance  Co. 

Bushings,  Case  Hardened 
and  Manganese 
Bemis  Car  Truck  Co. 
Brill  Co..  The  J.  G. 
Cincinnati   Car  Co. 
Columbia  Machine  Works 

fables  (See  Wire*  and 
Cables) 

Cambric  Tapes,  Yellow  and 
Black  Varnish 

General  Electric  Co. 
n-vington  Varn'h  &  Ins.  Co 

Carbon  Brushes    (S«e 
Brushes.  Carbon) 

Car  Lighting  Fixtures 

Elec.   Service   Supplies  Co. 

Car    Panel    Safety    Switchea 

Consolidated  Car  Htg.   Co. 
Wcatingnouse   E.   &  M.   Co. 

Car  Steps,  Safety 
Cincinnati  Car  Co. 

Car  Wheels,  Rolled  Steel 

Bethlehem  Steel  Co. 

Cars,  Dump 

Brill  Co..  The  J.  O. 
Differential  Steel  Car  Co. 

Cars.   Gas-Rlertric 

Brill  Co..  The  J.  G. 
Gciici-al  Electric  Co. 
Westinghouse  E.  &  M,  Co. 

Cars,  Gas,  Rail 
Brill    Co..   The  J.   G. 

Cars,   Passenger,  Freight, 
Kxprcss,   etc. 
American  Car  Co. 
Brill  Co..  Tlie  J.  Q. 
Cincinnati  Car  Co. 
Kuhlman  Car  Co..  G.  C. 
Wason  Mfg.  Co. 

Cars,  Seir-Propelled 

Brill  Co..  The  3.  G. 


Castings.    Brass    Composition 
or  Copper 

Cincinnati  Car  Co. 
Columbia  Machine  Works 

Castings,    Gray   Iron   and 

Steel 
American    Steel    Foundries 
Bemis  Car  Truck  Co. 
Columbia  Machine  Works 
Standard  Steel  Works 

Castings,  Malleable 

Timken   Roller   Bearing   Co. 

Castings,  Malleable  St  Brass 

Bemis   Car   Truck   Co. 
Columbia  Machine  Works 

Catchers  and  Retrievers, 
Trolley 

Elec.  Service  Supplies  Co. 
Ohio   Brass  Co. 

Chairs,  Parlor  Car 

Heywood-Wakefield   Co. 

Change  Carriers 

Cleveland    Fare   Box   Co. 
Electric  Service  Supplies  Co. 

Change    Trays 

Cincinnati  Car  Co. 

Circuit-Breakers 

General    Electric   Co. 
Westinghouse  E.  &  M.  Co. 

Clamps    and    Connectors   for 
Wires  and  Cable« 

Columbia    Machine    Works 
Elec.    Ry.    Equipment   Co. 
Elec.   Service  Supplies  Co. 
Ohio  Brass  Co. 
Westinghouse  E.  &  M.  Co. 

Cleaners 

Oakite   Products.   Inc. 

Cleaners  and  Scrapers,  Track 
(.See       also       .Snow-Plows, 
Sweepers  and  Brooms) 
Brill  Co.,  The  J.  G. 
Cincinnati  Car  Co. 

Clutches 

Long  Mfg.  Co. 

Coil   Banding  and   Winding 
Machines 

Columbia  Machine  Works 
Elec.  Service  Supplicj*  Co. 
Westinghouse  E.  4  M.  Co. 

Colls,  Armature  and  Field 

Columbia  Machine  Works 
General  Electric  Co. 
Westinghouse  E.  i  M.  Co. 

Colls,  Coke  and  Kicking 

Elec.   Service  Supplies  Co. 
General    Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Coin  Changers 

Johnson   Fare  Box  Co. 

Coin   Counting   Machines 

Cleveland  Fare  Box  Co. 
Inter.    Cash    Beg.    Co..    Thi 
Johnson    Fare    Box   Co. 

Coin   Sorting   Machines 

Cleveland  Fare  Box  Co. 
Johnson  Fare  Box  Co. 

Coin  Wrappers 

Cleveland  Fare  Box  Co. 

Commutator   Slotters 

Columbia  Machine  Works 
EUm;.   Service  Supplies  Co. 
Westinghouse  E.  &  M.  Co. 

Commutators  or  Parts 

Columbia  Machine  Works 
General  Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Compressors,   Air 

GciKT.'il    Electric   Co. 
Westinghouse  Tr.  Br.  Co. 

Condensers 

General  Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Cnndensor  Papers 
Irvington  Varn'h  &  Ins.  Co. 

Connectors,   Soiderless 

Westinghouse  E.  &  M.  Co. 

Connectors,  Trailer  Car 

Columbia  Machine  Works 
Consolidated   Car  Htg.   Co. 
Elec.  Service  Supplies  Co. 
Ohio   Brass  Co. 


Controllers  or  Parts 

Columbia  Machine  Works 
General    Electric   Co. 
Westinghouse  E.  &  M.  Co. 

Controller   Regulators 

Elec.  Service  Supplies  Co. 

Controlling    Systems 
General     Electric    Co 
Westinghouse  E.  &  M.  Co. 

Converters.    Rotary 

General  Electric  Co 
Westinghouse  E.  &  M.  Co. 

Copper  Wire 

American  Brass  Co. 
Anaconda    Cop.    Mining    Co. 
Page  Steel  &  Wire  Co. 

Copper  Wire  Instruments, 
Measuring.  Testing  and 
Recording 

Americati  Braes  Co. 
Anaconda  Copper  Mining  Co. 

Cord,    Bell.    Trolley,    Register 

American  Steel   &  Wire  Co 
Brill  Co..  The  J.  G. 
Elec.  Service  Supplies  Co. 
Inter.    Cash    Beg.    Co..    The 
Roebling's  Sons  Co..  John  A. 

Cord  Connectors  and 
Couplers 

Elec.  Service  Supplies  Co. 

Couplers    Car 

American  Steel  Foundries 
Brill    Co..    The   J.   G. 
Cincinnati   Car   Co. 
Ohio    Brass    Co. 
Westinghouse  Tr.  Br.  Co. 

Cowl   Ventilators 

Nichols-Lintern  Co. 

Cranes,  Hoists   &   Lifts 

Electric  Service  Supplies  Co 

Cross   Arms    (See   Brackets) 

Crossing    Foundations 

International    Steel   Tie   Co. 

Crossings 
Ramapo  Ajax  Corp. 
Wm.   Wharton.  Jr.  &  Co. 

Crossings,    Frogs    &   Switches 
Raniapn    Ajax    Corp. 
Wm.  Wharton,  Jr.  &  Co. 

Crossings,  Manganese 

Bethlehem  Steel  Co. 
Ramapo  Ajax  Corp. 
Wm.  Wharton.  Jr.  &  Co. 

Crossings,  Track  (See  Track 
Special   Work) 

Crossings,   Trolley 

General  Electric  Co. 
Ohio    Brass   Co. 
Westinghouse  E.  &  M.  Co. 

Curtains    &   Curtain    Fixtures 
Brill   Co.,  The  J.  G. 

Cutting  Apparatus 

General    Electric    Co. 
Railway   Trackwork   Co. 
Una  Welding  &  Bonding  Co. 
Westinghouse  Tr.   Br.  Co. 

Dealer's  Machinery  &  Second 
Hand    Rqulpment 

Central    Illinois   Public 

Service   Co. 
Zcliiickcr  in  St.  Louis 

Drrniling  Devices  (See  also 
Track   Work) 

Derailing  Switches 

Uumapo  Ajax  Corp. 

Destination    Signs 

(Columbia  Machine  Works 
,Elec.    Service    Supplies    Co. 

Detective   Service 

Wish-Service.    P.   Edward 

Door    Operating    Devices 

Brill   Co..   The  J.   G. 
(Jinclnnati   Car   Co. 
.Consolidated  Car  Heating  Co. 
National   Pneumatic  Co. 
Safety  Car  Devices  Co. 


Doors    &    Door    Fixtures 

Brill    Co..    The    J.    G. 
Cincinnati    Car   Co. 
Hale-Kllburn    Co. 

Doors,    Folding   Vestibule 

National    Pneumatic  Co. 
Safety  Car  Devices  Co. 

Drills,    Track 

American  Steel  &  Wire  Co. 
Electric  Service  Supplies  Co. 
Ohio   Brass  Co. 

Dryers,   Sand 

Electric  Service  Supplies  Co. 
Westinghouse  E.  &  M.  Co. 

Ears 

Columbia    Machine    Works 
Electric  Service  Supplies  Co. 
General    Electric    Co. 
Ohio   Brass   Co. 
Westinghouse  E.  &  M.  Co. 

Electric  Grinders 

Railway  Trackwork  Co. 

Electrical   Wires  and   Cables 

American  Steel  &  Wire  Co. 
John  A.  Eoel^llng's  Sons  Co. 

Electrodes.    Carbon 

Railway  Trackwork  Co. 
Una  Welding  &  Bonding  Co. 

Electrodes,    Steel 

Railway    Trackwork    Co 
Una  Welding  &  Bonding  Co,j 

Engineers.   Consulting,   Con- 
tracting   and    Operating 

Beeler.   John    A. 
H.   M.   Byllesby   Co. 
Day    &    Zlmmermann,   Inc. 
Falle   &   Co..    E.    H. 
Ford.   Bacon   &  Davis 
Hemphill    &   Wells 
Hoist,    Engclhardt    W. 
Jackson.  Walter 
Kelkcr    &    DeLeuw 
McClelland  &  Junkersfeld 
Richey,    Albert    S. 
Sanderson    &    Porter 
Stevens   &  Wood 
Stone  &   Webster  Co. 
White  Eng.  Corp.,  The  J.  O. 

Engines,  Gas,  Oil  or  Steam 
Westinghouse   E.    &   M.   Co. 

Fare   Boxes 

Cleveland   Fare  Box  Co. 
Johnson  Fare  Box  Co. 
Perey   MIg.  Co. 

Fare   Registers 
Electric  Service  Supplies  Co, 
Johnson   Fare   Box   Co. 

Fences,  Woven  Wire  A  Fence 
Posts . 
American  Steel  &  Wire  Co. 

Fenders  and  Wheel  Ouards 

Brill  Co.,   The  J,  G. 
Cincinnati    Car   Co. 
Star  Brass  Works 

Fibre    and    Fibre    Tubing 
Westinghouse   E.   &   M.   Co. 

Field  Coils    (See  Coils) 

Floodlights 
Electric  Service  Supplies  Co. 
General  Electric  Co. 

Forglngs 

Brill   Co..   The  J.  G. 
Cinciiniati   Car  Co. 
Standard  Steel  Works  Co. 

Frogs  &  Crossings.  Tee  Bal] 

Belhleheni    Steel   Co. 
I.orain    Steel    Co. 
Hamapo   Ajax  Corp. 
Wm.    Wharton.    Jr.    &    Co. 

Frogs,    Track    (See    Track 
Work) 

Frogs,  Trolley 
Electric  Service  Supplies  Po. 
General    Electric   Co. 
Ohio  Brass  Co. 
Westinghouse  E.  &  M.  Co. 

(Continued  on  page  M) 


June  23,  1928 


ELECTRIC  RAILWAY  JOURNAL 


35 


iiiiiiiiiimiiiiiiiiiiimiiiiiiitiiiiiiiMiiiiiiiiiiiinitiiiiiiiiuiiiiiiinitiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMHiiiiiitiiiiiiiMiii^^^ 

"The  Standard  for  Rubber  insulation*'  I 

INSULATED  WIRES  1 

and  CABLES  | 

"Okonite,"  "Manson,"  and  Dundee  "A"  "B"  Tapes  \ 

I 

Send  for  Handbook  | 

The  Okonite  Company  | 

The  Okonite-Callender  Cable  Company,  Inc.  | 

Factories,  Passaic,  N.  J.  Paterson,  N.  J.  | 

Sales    Offices:     New  York     Chicago     Pittsburgh     St.  Louis     Atlanta  I 

BirmlDKham    San  Francisco    Los  Angeles    Seattle  | 

Pettlnsall-Andrewi   Co.,    Boston,    Mass. 

F,  D.   Lawrence  Electric  Co.,   Cincinnati,   O. 

Novelty  Electric  Co..   Phlla..  Pa. 

Can.    Rep.:    EnsineerlnE   Material!   Limited,    MontrealT 

Cuban    Rep.:    Victor    O.    Mendoza    Co.,    Havana.  I 
iiiiiiimimimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiniHiiiiiiiiiiiiiiiiiiiiiiii^ 

^iiriiiiiiiiiiiiniiiiiiiiiiiiiiiiiiniiiiiiiiiiniiiiiiiiiiiiiiiiir iiniiiiiiniiii mil iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiii: 

I   Lorain  Special  Trackwork  | 

I  Girder  Rails  | 

j  Electrically  Welded  Joints  I 

I  THE  LORAIN  STEEL  COMPANY  | 

I  Johnstown,  Pa.  I 

I  Sales  Offices:  | 

I     Atlanta  Chicago  Cleveland 

E  Piladelphia  Pittsburgh 

=  Pacific    Coast    Representative; 

I  United  States  Steel  Products  Company 

=     Los  Angeles  Portland  San  Francisco 

=  Export  Representative :  ~ 

I  United  States  Steel  Products   Company,  New  York,  N.  Y.  I 

riiiiiililiriiriiiifiirlliriiiriiiMiiiiniillilliiiiMiiiMiiiiiMiiiliriiniiiiiiiiimiiiriii iiMiiiiiiiiriiiiiiiii iiiiiiiiiiiiriiiriiiiiiu n 

iiiillltilliilinHiiiiiiliiiliniiuiiiiiiniiiiiniiiiinuwiiiiiiiiiiiiiillltlliniiniiiiiiiiiiiiiiiiiiiiiiiMltiiiiiriiiiiiiillliliiiiiiiiiiiiiiiliiiiiiiii:. 

Advertisements  for  the  I 

Searchlight    Section  | 

Can  be  received  at  the  New  | 

York  Office  of  Electric  | 

Railway  Journal  | 

until  10  a.  m.  I 


New  York 
Dallas 


Seattle 


Wednesday 

For  issue  out  Saturday 


0220        i 

^luiiiiiiinrintriiiiiniiiniiiiiiiiiininiiniiniiiiMiiiiiiitiiitiiiniiiiiitiiitiitriiniiitniniiiiiiiitiiiiiiitiiiiiiniiitiiiitiiiriMniiiMiiiiiiiiiir 

^nMnMiitiiitiiiHiniiniiiiiiniininiinMiuiiiiitiiniinMniiniiiriiniiiiiiiiiitiiiiiiiiiiiiuiniiiiiiiiiiiitiiiii*iiiiiiiu)iiiiiiiiiiiti[iiiinim>: 

RAIL  GRINDERS  AND   I 
WELDERS  I 

Railway  Track- work  Co.,  Philadelphia  1 

682     I 

iniiUMmiiiiHiiiMiiiiiMiiiiniiiiMiiHiiiiniiiiiiiiiiirMnMiiiiniinHniiniiniiitMittiiuiniiiiiiiininiiiniiiiiiiitMitiiiiiiiiniriiiiiiiitiin 

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RAIL  JOINTS 


DYNAMOTORS 
WELDING  ROD 


UNA  Welding  &  Bonding  Co. 
Cleveland.  Ohio. 


iimiiiiimimiKiiiiimiiimmiiiiHm 


SiimuuiitiimiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiKniiiiiiiiiiiiiiiiimiu^ 

I  Bethlehem  Products  for  I 
I         Electric  Railways 

I  Tee   and    Girder   Rails;    Machine   Pitted    Joints; 

I  Splice    Bars;    Hard    Center    Frogs;    Hard    Center 

I  Mates;  Rolled  Alloy  Steel  Crossings;  Abbott  and 

I  Center  Rib  Base  Plates;  Rolled  Steel  Wheels  and 

I  Forged  Axles;   Tie   Rods;    Bolts;   Tie   Plates  and 

I  Pole  Line  Material. 

I  Catalog  Sent  on  Request 

I         BETHLEHEM  STEEL*  COMPANY,  Bethlehem,  Pa. 

I  BETHLEHEM 

niiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiinimiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiHiiiiiiKiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiitiiimiiiiiiH 

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Compan> 

I    Let  the 
I  Passenger 

I     Audit 

I  An    instantaneous    audit    by    the    passenger    of  I 

I  NICKELS,  DIMES,  QUARTERS,  METAL  | 

I  TICKETS  in  various  combinations.  | 

I  PORTABLE— STATIONARY   or   ELECTRIC— Posi-  | 

I  '    tive  at-the-source  protection  for  your  revenue.  i 

I  Money-Meters,  Inc.     i'„rmTt?c'  KJSS.t«"c;':)  I 

I  3209  Book  Tower,  Detroit,  Mich.  | 

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I  WHARTON  I 

I   1894  TisCO  1928  | 

I         SPECIAL  TRACKWORK        I 

I  Manganese  Steel  in  Trackwork,  originated  i 
I  by  Wharton  over  thirty-four  years  ago,  is  | 
I      still  the  metal  par  excellence  for  this  purpose.     | 

I         WM.  WHARTON  JR.  &  CO.,  INC.         I 

I  EASTON,  PA.  I 

=  X 

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Electrical  Wires  &  Cables  | 

John  A.  Roebling's  Sons  Co.  Trenton,  N.  J.  | 

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1 1  'ii!i!»i!!«|  Car  Heating  and  Ventilating 


PS 


LiltU 


— are  no  longer  operating  problems.  We  can  show  you 
how  to  take  care  of  both  with  one  equipment.  The  Peter 
Smith  Forced  Ventilation  Hot  Air  Heater  will  save,  in 
addition,  40%  to  60  9ij  of  the  cost  of  any  other  car  heat- 
ing and  ventilating  system.     Write  for  details. 

The  Peter  Smith  Heater  Company 
6209  Hatnihon  Ave.,  Detroit,  Mich, 


I  <>7lltllllllllll\^ 

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36 


ELECTRIC  RAILWAY  JOURNAL 


June  23,  1928 


Fuses  and  Fuse  Boxes 

Columbia  Machine  Works 
Consolidated    Car   Hip,    Co. 
General    Electric   Co. 
Westinehouse  E.  &  M.  Co. 

CJas  Electric  Drive  for  Bases 

General    Electric   Co. 

Cas   Producers 
Westinghouse  E.  &  M.  Co. 

Gates,  Car 

Brill  Co.  The  J.  6. 
Cincinnati  Cap  Co. 

Oear  Blanks 

Brill  Co..  The  J.  G. 
Standard  Steel   Works   Co. 

Gear  Cases 
Chillinsworth  Mfr.   Co. 
Columbia  Machine  Works 
Electric  Service  Supplies  Co. 
Westinghouse   E.    &  M.  Co. 

Gears  and   Pinions 

Berais  Car  Truck  Co. 
Columbia  Machine  Works 
Electric  Service  Supplies  Co. 
Creneral    Electric   Co. 
Nat'l  Ry.   AppUanse  Co. 

Generators 

General    Electric   Co. 
Westinghouse   E.    &  M.  Co. 

Girder  Ralls 

Bethlehem  Steel  Co. 
Lorain  Steel  Co. 

Gongs  (See  Bells  and  Gongs) 

Grinders  &  Grinding  Supplies 
Metal  &  Thermit  Corp. 

Grinders.   Portable 

Railway  Trackwork  Co. 

Grinders,    Portable    Electric 

Railway    Trackwork    Co. 

Grinding   Bricks    and    Wheels 

Railway   Trackwork   Co. 

Ground    Wires 

Page  Steel  &  Wire  Co. 

Guard    Rail   Clamps 

Lorain    Steel    Co. 
Raniapo    Ajax   Corp. 

Guard   Ralls.   Tee   Rail   & 
Manganese 

RamaiX)    Ajax    Corp. 
Wm.   Wharton,  Jr.  &  Co. 

Guards.    Trolley 

Elec.   Service   Supplies  Co. 
Ohio   Brass  Co. 

Harps,    Trolley 
Columbia    Machine    Works 
Elec.    Service    Supplies    Co. 
Ohio    Bran    Co. 
Star  Brass  Works 

Headlights 

Elec.   Service  Supplies  Co. 
General    Electric  Co. 
Ohio  Brass  Co. 

Headlining 

Columbia    Machine    Works 

Heaters,  Bus 
Nichols-lantern  Co. 

Heaters,    Car    (Electric) 

Consolidated  Car  Heating  Co. 
Gold    Car    Heat.    &    Ltg.    Co. 
Railway    Utility    Co. 
Smith  Heater  Co..  Peter 

Heaters.    Car,    Hot    Air    and 
Water 

Smith  Heater  Co.,  Peter 

Heaters,  Car  Stove 

Smith    Heater   Co.,    Peter 

Helmets,    Welding 

Railway     Trackwork     Co. 
Una  Welding  &  Bonding  Co. 

Hoists  ft  Lifts 
Columbia   Machine   Works 

Hose.  Bridges 

Ohio    Brass   Co. 

Hose,  Pneumatic 
Westlnghouse  Tr.  Brake  Co. 

Instraments,    Measuring, 
TeMting    and    Rerording 

American    Slcel    &    Wire   Co. 
General     Electric    Co. 
National   Ry.   Appliance  Co. 
Westinghbuse  E.  &  M.  Co. 

Insalatlng   Cloth.   Paper   and 
Tape 

(Jenerai    Electric   Co. 
Irvington  Vam'h  ft  Ins.  Co. 
Okonite  Co. 


Oktmite-Callender  Cable  Co. 
Westiiiffhouse  E.  &  M.  Co. 

Insulating    Silk 
Irvingrton  Vam'h  &  Ins.  Co. 

Insulating    Varnishes 

Irvington  Varnish  ft  Ins.  Co. 

Insulation    (See  also   Paints) 

Electric   Ry.   Equipment   Co. 
Elec.    Service    Supplies   Co. 
Irvington  Vam'h  ft  Ins.  Co. 
Okonite   Co. 

Okonite-Callender   Cable   Co. 
Westinghouse  E.  ft  M.  Co. 

Insulntlnn    Slots 
Irvington  Varn'h  &  Ins.  Co. 

Insulator    Pins 

Elec.   Service   Supplies  Co. 
Ohio    Brass    Co. 

Insulators     (See    also    Line 
Materials) 

Elec.    Ry.    Equipment   Co. 
Elec.     Service    Supplies    Co. 
General     Electric     Co. 
Irvington  Varn'h  ft  Ins.  Co. 
Ohio  Brass  Co. 
Westinghouse  E.  ft  M.  Co. 

Jacks    (See  also  Cranes, 
Hoists    and    Lifts) 
Columbia  Machine  Works 
Elec.    Service    Supplies    Co. 

Joints.   Rail 

(See  Rail  Joints) 


Journal  Boxes 

Beniis   Car   Truck   Co. 
Brill   Co.,    The  J.    Q. 
Cincinnati   Car   Co. 

Lamp  Guards  and  Fixtures 

Eiec.    Service    Supplies   Co. 
Westinghouse  E.  &  M.  Co. 

Lamps.    Arc    ft    Incandescent 
(.See    also     HeadUghts) 

General    Electric    Co. 
Westinghouse  E.  &  M.  Co. 

I.amps,   Signal   and    Marker 

Elec.    Service    Supplies    Co. 
Nichols-Lintern  Co. 

Lanterns,   Classification 

Nichols-Lintern    Co. 

I.,etter    Boards 

Cinciniiuti  Car  Co. 

Lighting    Fixtures,    Interior 

Electric  Service  Supplies  Co. 

Lightning    Protection 

Elec.   Service   Supplies   Co. 
General   Electric  Co. 
Westinghouse  E.   ft  M.  Co. 

Line  Material  (See  also 
Brackets.  Insulators, 
Wires,   etc.) 

Electric  By.  Equipment  Co. 

Elec.   Service  Supplies  Co. 

General   Electric  (io. 

Ohio  Brass  Co. 

Westinghouse  E.   ft  M.  Co. 

Locking  Spring  Boxes 

Lorain  Steel  Co. 

Wm.   Wharton,  Jr.  ft  Co. 

Locomotives.   Electric 

Cincinnati   Car  Co. 
General    Electric  (^o. 
Westinghouse  E.  ft  M.  Co. 

.Manganese  Steel  Guard  Ralls 

Ramapo    Ajax    Corp. 
Wm.  Wharton,  Jr..   ft  Co. 

Manganese    Steel    Castings 

Heniis  Car  Truck  Co. 
Lorain    Steel   Co. 

Mnngunese,  Steel,  Special 
Track   Work 
Bethlehem  Steel  Co. 
Wni.    Wiiarton.    Jr.    ft    Co. 

.>Iangunese  Steel  Switches 
Frogs   and    Crossings 

Hetlilelicni    Steel   Co. 
Lorain   Ajax   Corp. 
Kamapo    Ajax    Corp. 
Wm.    Wharton.   Jr.   ft  Co. 

Mirrors,   Inside   ft  Outside 

Ciiu-iiinati   Car  Co. 

Motor  Buses,  (See  Buses) 

Motors.    Electric 

(ietieral    Electiic   Co. 
Westinghouse  E.  ft  M.  Co. 

Motor,  Generators  ft  Controls 
for    Kiertrlr    Ruses 

General    Electric    Co. 

.Motorman's  Seats 
Brill    {.'o..    The  J.   G. 
Cincinnati    Car    (jo. 
Elec.   Service  Supplies  Co. 
HcywoodWakefleld  Co. 


Nuts  and  Bolts 

Bcmis  Car  Truck  Co. 
Cincinnati  Car  Co. 

Omnibuses     (See    Buses) 

Oxy-.'ieetylene     (See     Cutting 
Apparatus) 

Parking 

Westinghouse  Tr.  Brake  Co. 

Paints   and   Tarnishes 
(Insulating 

Elec.    Service    Supplies    Co. 
Irvington  Varn'h  ft  Ins.  Co. 

Paints  &  Varnishes,  Railway 

National   Ry.   Appliance  Co. 

Pickup,  Trolley  Wire 

Elec.    Service    Supplies   Co. 
Ohio  Brass  Co. 

Pinion    Pullers 

Elec.   Service    Supplies   Co. 

Pinions    (See  Gears) 

Pins,  Case  Hardened 

Bemis  Car  Truck  Co. 

Pins.  Case  Hardened,  Wood 
and  Iron 

Ohio   Brass  Co. 
Westinghouse  Tr.  Brake  Co. 

Pipe   Fittings 

Standard  Steel  Works 
Westinghouse  Tr.  Brake  Co. 

Planers   (See  Machine  Tools) 

Plates  for  Tee  Rail  Switches 

Raniapo    Ajax    Corp. 

Pliers,   Rubber   Insulated 

Elec.   Service   Supplies  Co. 

Pole  Line  Hardware 

Bethlehem    Steel    Co. 
Elec.    Service    Supplies   Co. 
General   Electric  Co. 
Ohio   Brass   Co. 

Poles,   Metal 

Union  Metal  Mfg.  Co..  The 

Poles.  Metal  Street 

Elec.  Ry.  Equipment  Co. 

Poles,    Ties,    Posts,    Piling    ft 
Lumber 

American  Creosoting  Co. 
Bell    Lumber    Co. 

Poles    and    Ties,    Treated 

American  Creosoting  Co. 
Bell   Lumtier  Co. 

Poles,  Trolley 

Elec.    Service    Supplies   Co. 

Poles,  Tubular  Steel 
Elec.   Ry.   Equipment  Co. 
Elec.   Service   Supplies  Co. 

Portable    Grinders 

Railway  Trackwork   Co. 

Potheads 

Okonite  Co. 

Okonite-Callender  Cable  Co., 
Inc. 

Power  Saving  Devices 

National  Ry.  Appliance  Co. 

Pressings,  Special  Steel 

Cincinnati    Co. 

Pressure,    Regulators 

General    Electric    Co. 
Westinghouse  E.   ft  M.  Co. 
Westingliouse  Tr.  Brake  Co 


Rattan  Car  Seat,  Webbing 

Heywood-Wakefleld    Co. 

Registers  and  Fittings 

Brill  Co..  The  J.  g" 
Cincinnati   Car  (jo. 
Elec.    Service    Supplies   Co. 
Inter.    Cash    Reg.    Co..    The 
Money  Meters,  Inc. 

Reinforcement,    Concrete 

American   Steel  &  Wire  Co. 
Bethlehem   Steel  Co. 
Carnegie   Steel   Co. 

Repair  Shop  Appliances  (See 
also   Coil   Banding  and 
Winding   Machines) 

Elec.    Service    Supplies    Co 

Repair  Work    (See  also 
Coils) 
Westinghouse  E.  ft  M.  Co. 

Replacers.  Car 

Cincinnati  Car  Co. 

Elec.    Service   Supplies   Co. 

Resistance 
Consolidated   Car  Htg.   Co. 
General  Electric  Co. 

Resistance.    Wire   and   Tube 

Westinghouse  E.  &  M.  Co. 

Retrievers.  Trolley    (See 
Catchers   and   Retrievers 
Trolley) 

Rheostats 

General  Electric  Co. 
Westinghouse  E.  ft  M.  Co. 


Punches.    Ticket 

luter.    Cash    Reg.    Co.,    The 

Radiators 

Long  Mfg.  Co. 

Rail    Braces    and    Fastenings 

Ramapo  Ajax  Corp. 

Rail  Grinders   (See  Grinders) 

Rail  Joints 
Carnegie  Steel  Co. 
Rail    Joint    Co. 

Rail  Joints.  Welded 

Lorain    Steel    Co. 
Metal  ft  Thermit  Corp. 

Kail   Weldinx 
Metal  ft  Thermit  Corp. 
Railway    Trackwork    Corp. 
Una  Welding  &  Bonding  Co. 

Ralls.  Steel 
Carnegie   Steel   Co. 

Railway  Safety  Switches 
Consolidated    Car    Htg.    Co. 
Westinghouse   E.   ft  M.  Co. 

Rattan 

Brill   Co..   The  J.   G. 

Elec.    Service    Supplies    Co. 

Hale-Kllburn    Co. 


Safety  Control   Devices 

Safely   Car  Devices  Co. 

Sanders.   Track 

Brill  Co..  The  J.  G. 
Elec.    Service   Supplies    Co. 
Nichols-Lintern    (5o. 
Ohio    Brass    Co. 

Sash   Fixtures,   Car 

Brill   Co.,    The   J.   G. 
Cincinnati  Car  Co. 

Sash,  Metal  Car  Window 

Hale-Kilburn  Co. 

Scrapers.    Track    (See    Clean- 
ers   and    Scrapers    Track) 

■Screw    Drivers,    Rubber 
Insulated 

Elec.    Service    Supplies   Co. 

Seating   Materials 
Brill   Co..  The  J.  Q. 
Hale-Kilburn   Co. 
Heywood-Wakefleld  Co. 

Seats,  Bus 
Brill    Co.,    The  J.   G. 
Hale-Kilburn   Co. 
Heywood-Wakefleld  Co. 

Smts,  Car   (See  also  Rattan) 

Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Hale-Kilburn  Co. 
Heywood-Wakefleld  Co. 

Second    Hand    Equipment 

Central    Illinois   Public 

Service  Co. 
Zelnicker   in   St.   Louis 

Shades,   Vestibule 

Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 

Shovels 

Brill  Co.,  The  J.  G. 

Shovels,  Power 

Brill   Co..   The  J,   G. 

Side   Bearings    (See   Bearings 
Center   and  Side) 

Signals,    Car    Starting 
Consolidated    Car    Htg.    Co. 
Elec.    Service    Supplies    Co. 
National   Pneumatic  Co. 

Signal  Gates    (Automatic) 

Standard   Automatic  Signal 
Corp. 

Signals,    Indicating 

Nifhols-Liiitern    Co. 

Signal    Systems,    Block 

hiec.     Service    Supplies    Co. 
Nacliod    and    United    States 
Electric  Signal  Co. 

Signal   Systems,   Highway 
Crossing 

Nacliod    and    United    StateH 

Electric   Signal    Co. 
Standard   Automatic   Signal 

Corp. 

Slack    Adjusters     (See    Drake 
Adjusters) 

Sleet  Wheels  and  Cutters 

Cincinnati  Car  Co. 
Columbia     Machine     Works 
Elec.    Ry.  Equipment  Co. 
Elec.    Service   Supplies    Co. 


Smokestacks.  Car 

Nichols-Lintern    Co. 

Snow   Plows 

National  Ry.  Appliance  Co. 

Snow-Plows.  Sweepers  and 
Brooms 

Brill    Co.,    The    J.    G 
Columbia    Machine    Works 

Snow   Sweeper,    Rattan 

J.    G.    Brill   Co. 
Heywood-Wakefleld  Co. 

.Soldering  and   Brazing 

Apparatus     (See    Welding 
Processes   and    Appaintns) 

Special  Adhesive  Papers 
Irvington  Varn'h  &  Ins.  Co. 

Special  Trackwork 

Bethlehem  Steel  Co. 

Lorain    Steel    Co. 

Wm.  Wharton,  Jr.  ft  Co. 

Spikes 

American  Steel  &  Wire  Co. 

Splicing  Compounds 

Westinghouse  E.  &  M.  Co. 

Splicing  Sleeves    (See  ClamM  ! 
and  Connectors)  ' 

Springs 
National  Ry.  Appliance  Co.  ] 

Springs,  Car  and  Truck 

American  Steel  Foundries 
American  Steel  &  Wire  Co. 
Benus  Car  Truck  Co. 
Brill  Co.  The  J.  G 
Cincinnati  Car  Co 
Standard  Steel  Works 

Sprinklers,  Track  and  Road 

Brill  Co.,  The  J.  G. 

Steel,  Electric  Furnace 

Timkeii   Roller   Bearing  Co. 
Steel.  Open  Hearth  , 

Timken   Roller   Bearing  Co.  ] 
Steel  and  Steel  Products 

American    Steel   &   Wire  Co. 

Carnegie  Steel   Co, 

Steps,  Car 
Brill  Co.,  The  J.  G. 
Cincinnati   Car  Co. 

Stokers.  Mechanical 

BabcoiU    &    Wilcox   Co. 
Westinghouse  E.  ft  M.  Co. 
Stop  Signals 
Nichols-Lintern    Co. 

Storage  Batteries    (See  Bat- 
teries. Storage) 

Strain  Insulators 

Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Ohio  Ura.ss  Co. 
Westinghouse  E.  ft  M.  Co. 

Strand 
American  Steel   ft  Wire  Co. 
Roebliiig's  Sons  Co.,  J.  A. 

Street  Cars    (See  Cars, 
Passenger,    Freight, 
Express) 

Superheaters 

Babcoci!   ft  Wilcox  Co. 

Sweepers,   Snow    (See  Snow 
Plows,  Sweepers  and 
Brooms) 

Switches 

General  Electric  Co. 

Switch  Stands  and  Flxturei 

Ramapo-Ajax   Corp. 

Switches,  Selector 

Nldiols-Lintern    Co. 

Switches  and  Switchboards 

Consolidated    Car    Htg.    Co. 
Elec.    Service   Supplies   Co,     . 
Westinghouse  E.  &  M.  Co. 

Switches,  Tee  Rail 

Ramapo-Ajax  Corp. 

Switches,  Track    (See  Track 
Special   Work 

Tampers,  Tie 

Railway  Trackwork  Co. 

Tapes  and  Cloths   (See  Insa- 
fating   Olotli,    Paper  and 
Tape) 

Tee  Rail  Special  Track  Work 

Lorain  Steel  Co. 
Ramapo-Ajax  Corp. 

Telephones  and  Farts 
Elec.  Service  Supplies  Co. 

(Continued  on  page  38) 


Ju),e  23,  1928 


ELECTRIC  RAILWAY  JOURNAL 


37 


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I  The  DIFFERENTIAL  CAR  I 


Standard  on  | 

60  Railways  for  | 

Track  Maintenance  | 

Track  Construction  s 

Ash  Disposal  | 

Coal  Hauling  | 

Concrete  Materials  = 

Waste  Handling  | 

Excavated  Materials  = 

Hauling  Cross  Ties  | 

Snow  Disposal  = 

Use  These  Labor  Savers  = 


=     B. 

S      F. 


A.  HEOEMAN,   Jr.   President 
T.  SARGENT,   Secretary 


H.  A.  HEGBMAN.   First  Vice-Prei.  and  Treaa.      = 
J.  M.  PRATT,  Vlce-Pres.  in  charse  of  sales      5 


I    National  Railway  Appliance  Co. 

I  Graybar   Bnildinfc.   430   Lexinrton   Ave.,   New    York 

I  BRANCH   OFFICES 

I  Munsey  Bldg..   Washington,  D.  C.        100  Boylston  St.,  Boston,  Mass. 

I  Begreman-Castle  Corporation.  Railway  Exchange  Buil{iinff.  Chicagro.  111. 

I  RAILWAY  SUPPLIES 


Tool    Steel    Gears    and    Pinions 
AnB^lo- American     Varnish     Co., 

Varnishes,   Enamels,  etc. 
National   Hand  Holds 
Genesco  Paint  Oils 
Dunham   Hopper  Door  Device 
Garland  Ventilators 
Walter  Tractor  Snow  Plows 
Feasible  Drop  Brake  Staffs 
Ft.    Pitt    Spring:    &    Mfg.    Co., 

Spring-B 
Bell  Register  Fare  Boxes 


Flaxlinum   Insulation 

Economy   Electric  Devices   Co. 

Power  Saving  and   Inspection 
Meters 

National  Safety  Devices  Com- 
pany's Wlilstle  Blowers. 
Gong  Ringers  and  Brake 
Hangers 

Godward  Gas  Generators 

Cowdry   Automotive  Brake 
Testing  Machine 


GOLD 


CAR  HEATING  8C  LIGHTING  CO. 

220  36th  St.,  Brooklyn,  N.  Y. 


WITH    OPEN    COIL   OR 
ENCLOSED  ELEMENTS 


I        ELECTRIC  HEATERS 

I     THERMOSTAT  CONTROL— VENTILATORS      | 

I  WRITE  FOR  NEW  CATALOGUE  | 

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THE  WORLD'S  STANDARD 


''IRVINGTON 


<* 


Black 
Varnished  Silk, 


and 
Varnished  Cambric, 


Yellow 
Varnished  Paper 


E                                                       Differential  Crane  Car                                              |  | 

s                                                      Clark   Concrete  Breaker                                            i  s 

I                                       Differential  3-way  Auto   Truck   Body                               |  I 

=                                Differential    Car   Wheel   Truck   and   Tractor                        |  = 

j        THE  DIFFERENTIAL  STEEL  CAR  CO.,  Findlay,  O.        |  i 

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Irv-O-Slot  Insulation  Flexible  Varnished  Tubing 

Insulating  Varnishes   and   Compounds 

Irvington  Varnish  8C  Insulator  Co. 

Irvington,  N.  J. 
Sales  Representatives: 


Mitchell-Rand  Mle.  Co.,  N.  Y. 
E.  M.  Wolcott.  Eochester 
I,  W.  Levine,  Montreal 
A.  L.  Gillies,  Toronto 


Prehler  Brothers  Inc..  Chicago 
White  Supply  Co.,  St.  Louis 
Clapp  &  IjaMoree.  Los  Anjeles 
Martin  Woodard.  Seattle 


Consumers'  Rubber  Co.,  Cleveland 
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NACHOD  &  UNITED  STATES 
SIGNAL  CO,  INC 

LOUISVILLC.KY. 

BLOCK  SIGNALS 

FOR 

ELECTRIC  RAILWAYS 

HIGHWAY  CROSSING  SIGNALS 

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f  pAHJVyAi(  I  fYlUfy  fiOMPAHl(  f 

I    CAR  COMFORT  WITH     HEATERS  I 

I    T  TTTTT  TTV    regulators      I 

I       l^  X  llvl  1.   1        VENTILATORS        I 

I       2341-2347    Indiana    St.  Write  for  1328  Broadway      | 

I  Chicago,  ni.  Catalogue  New  York,  N.  T.  | 

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STUCKI 

SIDE 

BEARINGS 

A.  STUCKI  CO.  I 

Oliver  Bldg.        | 

Pittsburgh,     Pa.   i 

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Gets  Every  Fare 

PEREY  TURNSTILES 
or  PASSIMETERS 

Use  them  in  your  Prepayment  Areas  and 
Street  Cars 

Percy  Manufacturing  Co.,  Inc. 

I        ^^^IB^^  101  Park  Avenue,  New  York  City 


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I  Coin  Counting  and  Sorting  Machines  I 

FARE  BOXES  | 

I  Lever-Operated   and   Slip   Change   Carriers.     Tokens.  | 

The  Cleveland  Fare  Box  Co.  | 

i  Cleveland,  Ohio  | 

I  Canadian  Cleveland  Fare  Box  Co.,  Ltd.,  Preston,  Ont.  i 

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I      Better  Quality  Seats 
3      For  Cars  and  Buses 


Hale-Kilburn  Go. 

1800  Lehich  Ave.,  PhllsdelphlB,  Pa. 


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I     RAIL  JOINTS 

I  The  Rail  Joint  Company 

I  165   Broadway,  New  York  City 

TiiiiimiiiiimiimiiuHiiinimiiinmiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiimiiiiiiiiiiiimiiiiinimiiiiiiiiiniiiiiiiiiiiiimiiiiiiiiiiniiiiiiiiiniin 


38 


ELECTRIC  RAILWAY  JOURNAL 


June  23.  1928 


ALPHABETICAL  INDEX  TO  ADVERTISEMENTS 

This  index  ig  published  as  a  convenience  to  the  reader.    Every  care  is  taken  to  make  it 
accurate,  but  Electric  Saiiioav  Journal  assiuues  no  responsibility  for  errors  or  omissions. 


— A- 


Fase 


American  Brass  Co.,  The 31 

American  Car  Co Third  Cover 

American   Creosotinp  Co 27 

American    Steel    Foundries 6 

American  Steel  &  Wire  Co 33 

American  Telephone  &  Telegraph 

Co 15 

Anaconda  Copper  Hininr  Co...   31 


Babcock  &  Wilcox  Co 31 

Beeler  Organization    30 

Bel]  Lumber  Co 31 

Bemis  Car  Truck  Co 33 

Bender  Body  Co..  The 20 

Bethlehem  Steel  Co 36 

Brill  Co..  The  J.  G Third  Cover 

Buchanan  &  Layne  Corp 30 

Byllesby  Co.,  H.  M 30 


Cincinnati   Car   Co , . . .  4 

Cleveland  Fare  Box  Co .'17 

CoDier,  Inc..   Barron  G 20 

Columbia  Machine  Works 28 

Consolidated  Car  HealinE  Co .  . .  37 


Day  &  Zimmermann.   Inc 30 

Differentia]  Steel  Car  Co.,  The.  .   37 


Electric  Ey.   Equipment  Co. ...    32 
Electric    Service    Supplies    Co...      9 


— F — 


Fate 


Faile  &  Co.,  E.  H 30 

Ford,  Bacon  &  Davis 30 

"For  Sale"   Ads 33 


General  Electric  Co 17,  18 

Genera]  Motors  Truck  Co.  . .  .10.  11 
Gold  Car  Heating  &  Lighting  Co.  37 


— ^H — 

Hale-Kilburn    Co 37 

"Help   Wanted"    Ads 33 

Hemphill   &   Wells    30 

Hcywood-Wakefleld  Co 23 

Hoist   Englehardt   W 30 


International   Register  Co..  The.    31 

International  Steel   Tie  Co 7 

Irvington    Tarnish    &    Insulator 
Co 37 


Jackson,    Walter     ,  ..  . 
Johnson  Box  Fare  Co. 


30 
32 


Kelker.  DeLeuw  It  Co 30 

Kuhlman    Car    Co Third  Cover 


Page 


Long  Mfg.  Co.  . 
Lorain  Steel  Co. 


21 
36 


— M — 

If cClellan  &  Junkersfeld 30 

Metal  &  Thermit  Corp 14 

Money   Meters,    Inc 35 


— N — 

Nachod  and  D.  S.  Signal  Co...  37 

National    Brake    Co..    Inc 19 

National  Pneumatic  Co 13 

National  Ry.  Appliance  Co 37 

Nichols  Lintern   Co 31 

Norma-Hoffmann  Bearings  Corp.  28 


Oakite   Products,    Inc 33 

Ohio    Brass    Co 5 

Okonite-Callendpr    Cable    Com- 
pany.   Inc..    The 35 

Okonite  Co.,  The 35 


Page  Steel  4  Wire  Co 25 

Percy   Mfg.    Co.,    Inc 37 

Positions  Wanted   and   Vacant.  .    33 


Rail  Joint  Co 37 

Railway  Track-work  Co 35 

Railway   Utility    Co 37 

Ramapo     Ajax     Corp 31 


Page 

Richey,    Albert    30 

Boebling's  Sons  Co.,  John   A...    35 


-8- 


Safety    Car   Devices   Co 1: 

Sanderson  &  Porter 30 

Searchlight   Section    33 

Shuler     Axle     Co 28 

Smith    Heater    Co..    Peter 35 

Standard  Automatic  Signal  Corp.  16 

Standard  Steel  Works  Co 29 

Star   Brass   Works 31 

Stevens  &  Wood.  Inc 31 

Stone  &  Webster 30 

Stucki  Co.,  A 37 


— ^T — 

Timken-Detrolt   Axle   Co..    The, 

Back  Cover 

Timken  Roller  Bearing  Co..  The. 

Front  Cover 


— r — 

Una   Weliiintr    &    B<inding    Co.  .  .    35 
Union  Metal  Mfg.  Co.,  The 22 


— Vf — 

"Want"    Ads     33 

Wason  Mfg.  Co Third  Cover 

Westinghouse   Elec.   &    Mfg.    Co., 

Second  Cover 
Westinghouse  Traction  Brake  Co.  8 
Wharton.  Jr.  &  Co..  Inc..  Wni..  35 
"What  and  Where  to  Buy". 

34.  36.  38 
White  Eng.  Corp..  The  J.  G.  .  .  .  30 
Wish    Service.    The    P.    Edw....    30 


« 


WHAT  AND  WHERE  TO  BUY— Continued  from  page  36 


Telephone  A  Telrffranh   Wire 

American  Steel  &  wire  Co. 
American  Tel.  4  Tiltph  Cii. 
John  A.  Roeblings  Sons  Co. 

Testing      Instruments       (Sec 
Instrnraents*   Measarlng, 
Testln;^  etc.) 

Thermostats 

Consolidateil   Car  Htg.  Co. 
Gold  Car  Htg.   &  Ltg.  Co. 
Railway    Utility    Co. 
Smith  Heater  Co..  Peter 

TIeket  Choppers  and 
Destroyers 
Elec.  Service  Supplies  Co. 

Ties  and  Tie  Rods,  Steel 

Carnegie  Steel  Co. 
International  Steel  Tie  Co. 

Ties,  Wood  Cross  (See  FoIm, 
Ties,  Posts,  etc.) 

T<»kens 

Johnson  Fare  Box  Co, 

Tongue  Switehes 
Wm.  Wharton,  Jr,  &  Co, 

Tools,    Track    &    Miscellane- 
ous 

American  Steel   Sc  Wire  Co. 
Columbia  Ma'-hine  Works 
Elec.  Service  Supplies  Co. 
Ballway  Trackwork  Co. 
Bamapo-AJax    Corp. 

Towers  and  Transmission 
Strnctore 
Westinghouse    K.    &    M.    Co. 


Track  Grinders 

Metiil  &  Thermit  Corp. 
Railway  Trackwak  Co. 
Ramapo-Ajax    Corp. 

Track,   Special   Work 

Columbia    Machine    Works 
Ramapo-Ajax  Corp. 

Trackless  Trolley  Cars 

Brill   Co.,   The  J.  0. 

Transformers 

General   Electric  Co. 
Westinghouse  E.   &  M.   Co. 

Treads,  Safety  Stair, 
Car  Step 
Cincinnati   Car  Co. 

Tree  Wire 

Okonite   Co. 
Okonite-Callender  Cable  Co. 

Trolley  Bases 

Ohio  Brass  Co. 

Trolley  Bases,  RetrievInK 

Ohio  Brass  Co. 

Trolley  Buses 

Brill    Co..   The   J.    G. 
Westinghouse  E.  U  M.  Co. 

Trolley  Material,  Overhead 

Elec.   Service  Supplies  Co. 
General   Electric  (5o. 
Ohio  Brass  Co. 
Westinghouse   E.   &  M.   Co. 

Trolley  Pins 

Bemis  Car  Truck  Co. 

Trolley  Wheel  Bushings 

Star  Brass   Works 


Trolley    Wheels     (See    Wheels 
Trolley) 

Trolley  Wire 

American    Brass    Co. 
American  Steel  &  Wire  Co. 
Anaconda    Copper    Min.    Co. 
Page  Steel  &  Wire  Co. 
Boebling's  Sons  Co..  J.  A. 

Trucks,  Car 

Bemis  Car  Truck  Co. 
Brill    Co..    The  J.    G. 
Cincinnati  Car  Co. 

Tubing,    Steel 
Timken   Roller  Bearing  Co. 

Tubing,  Yellow  and  Black 
Flexible   Varnish 
Irvington  Varn'h  &  Ins.  Co. 

Turbines,  Steam 

General  Electric  Co. 
Westinghouse   E.   &  M.   Co. 

Turntables 

Elec.  Service  Supplies  Co. 

Tarnstlles 

Elec.  Service  Supplies  Co. 
Percy  Mfg.  Co..  Inc. 

Valves 

Ohio  Brass  Co. 
Westinghouse  Tr.  Br.  Co. 

Varnished    Papers    and    Silks 

Irvington  Varn'h  &  Ins.  C(». 

Ventilators,  Car 
Brill  Co..  The  J.  O. 
Cincinnati    Car   Co. 
Consolidated   Car   Htg.  Co. 
l^ichols-Llntern   Co. 
Nal'l   Ry.  Appliance  Co. 
Railway  Utility  Co. 


Welded   Rail   Joints 

Metal  Sc  Thermit  Corp. 
Railway   Trackwork   Co. 
Una  Welding  &  Bonding  Co. 

Welders,  Portable  Electric 

General    Electric   Co. 
Ohio  Brass  Co. 
Railway   Trackwork   Co. 
Una  Welding  &  Bonding  Co. 
Westinghouse   E.   St  M.   Co. 

Welders,  Rail  Joint 

General   Electric  Co. 
Ohio  Brass  Co. 
Railway  Trackwork   Co. 

Welding  Processes  and 
Apparatus 

Mel.il  &  Thermit  Corp. 
Ohio   Brass  Co. 
Railway   Trackwork   Co. 
Una  Welding  &  Bonding  Co. 
Westinghouse  E.  St  M.  Co. 

Welding,  Steel 

Railway  Trackwork  Co. 
Boebling's  Sons  Co..  J.  A. 

Weldlnfc  Wire 
American  Steel   Sc  Wire  Co. 
Railway  Trackwork  Co. 
Roebling'e  Sons  Co..  J.  A. 

Welding  Wire  and  Rods 

Pilge   Steel    &   Wire   Co. 
Railway   Trackwork   Co. 

Wheel  Guards  See  Fenders 
and   Wheel  Guards) 

Wheel  Presses    (See  Machine 
Tools) 


Car,    Steel    A    Steel 


Wheels, 

Tire 

American    Steel    Foundries 
Bemis  Car  Truck  Co. 
Carnegie  Steel  Co. 
Standard  Steel  Works 

Wheels,  Trolley 

Columbia   Machine   Works 
Elec.    Ry.    Equipment    Co. 
Elec.   Service  Supplies  Co. 
Nat'l.   Bearing  Met.  Corp. 
Ohio  Brass  Co   . 
Star  Brass  Works 

Whistles,  Air 

Ohio  Brass  Co. 
Westinghouse  E.  Sc  M.  Co. 
Westinghouse  Tr.  Br.  Co. 

Window  Guards  A  Fittings 

Cincinnati   Car  Co. 

Wire  Copper  Cm-ered  Steel 

Page  Steel   &  Wire  Co. 

Wire  Rope 
American    Steel   Sc  Wire   Co. 
Boebling's  Sons  Co.,  J,  A, 

Wires  and  Cables 

American    Brass   Co, 
American    Steel    Sc  Wire  Co. 
Anaconda  Copper  Min.  Co. 
General  Electric  Co. 
Okonite   Co. 

Okonite-Callender  Cable  Co., 
P.il,'e  Sleel   &  Wire  Co. 
Rt)ehling'8  Sons  Co.,  J.   A. 
Weetinghouse   E.   A  M.  Co. 

WoofI    l*rpservaMcMls 
American  Creosoting  Co. 


ELECTRIC  RAILWAY  JOURNAL 


Reversing  Action  a  Factor 
In  Brill  Seat  Success 

Much  of  the  success  of  Brill  Car  Seats  is  due  to  the 
positiveness  of  their  reversing  mechanism.  In  the 
first  place,  the  two  seat  rockers  supporting  the 
cushion  are  of  rolled  steel  T-section.  This  type  of 
rocker  gives  added  strength  and  has  a  tendency  to 
reduce  wear  to  a  minimum.  These  T-section 
rockers  are  held  firmly  in  place  and  move  to  the 
reverse  position  only  with  the  action  of  the  aisle 
and  wall  arms  to  one  of  which,  on  each  side,  they 
are  directly  connected  by  a  cam  and  link  arrange- 
ment. 

To  this  direct  connection,  as  well  as  the  simplicity 
and  durability  of  the  mechanism,  the  positiveness 
and  efficiency  of  the  reversing  action  of  Brill  Car 
Seats  is  attributed. 

Specify  Brill  Seats — it  pays. 

The  J.  G.  Brill  Company 

Pmi_A.DE:L.F»i-iiA..  Pa.. 


ELECTRIC  RAILWAY  JOURNAL 


J 


Xhe  ideal  final  drive- 


To  the  patrons  who  ride  in  your  motor 
coaches,  Timken  Worm  Drive  Axles  mean 
strength,  security,  and  the  comfort  of  silence* 

To  you  who  operate  motor  coaches,  Timken 
Worm  Drive  Axles  mean  long-life,  depend- 
ability, easy  accessibility,  low  operating  costs. 


THET  TIMKEN'DETROIT  AXLE  CO.,  DETROIT,  MICH. 

TIMKEN 


JOUR  MAL 


rf  v-Hill  Publishing  Company,  Inc. 


JUNE  30,  1928 


Twenty  Cents  Per  Cc 


for  Salt  Lake  City 


All  the  advantages  of  modern  trolley  cars,  yet 
with  greater  flexibility — elimination  of  costly 
track  expense — and  low  maintenance  through 
patented  structure. 


ELECTRIC  COACH 

t  TRACKLESS  TROLLEY} 


ELECTRIC  RAILWAY  JOURNAL 


June  30, 1928 


/////////////////////// 

An   electric   car   is   no   better   than   its   gears  ! 


Just  like  the  well'known  chain  and  its  weakest  link,  so  are  electric  cars  no  stronger 
than  their  driving  gears. 

With  this  in  mind,  Nuttail  engineers,  in  conjunction  with  Westinghouse,  have 
designed  the  new  W'N  Drive,  especially  to  withstand  the  wear  and  tear  of 
electric  traction  use,  and  to  make  the  gears  as  trouble-proof  as  possible. 

To  resist  the  constant  wear  of  gear  on  pinion,  heat  treated  hardened  gears  of 
helical  design  have  been  used.  These  are  kept  in  alignment  by  an  oil  tight  case 
of  steel  with  Timken  Roller  bearings,  and  are  immersed  in  a  continuous  bath  of  oil. 
This  new  improved  gear  drive  permits  the  use  of  higher  ratio  of  reduction  and 
makes  available  the  full  efficiency  of  modern  high-speed  motors. 

With  this  new  drive  cars  can  now  be  operated  to  maximum  advantage  and  with 
least  trouble,  giving  silent,  swift  and  satisfactory  service  to  the  public,  and  giving 
the  full  benefits  of  that  type  of  service  through  the  profits  that  it  brings. 


Z777 


All    Nuttail    Products   arc    sold    through    the 

Westinghouse   Electric    8C   Mfg.    Co.,   district 

offices:      Refer  your  inquiries  to  the   nearest 

Westinghouse  Office. 


7 


7777 


Canadian   Agents: 
Lyman  Tubs  &  Supply  Co.,  Montreal,  Toronto  and   Vancouver 


^^tinghouse  ^Nuttail 


Electric  Railway  Journal 


Charles  Gordon,  Editor 

Morris  Bitk 

MunatElns    Kdilifr 
Hknry  \V.  Bi.akk 

Srnlnr    K<lltor 
John  a.  Mii.i.er,  Jr. 

CLARRNI'B  W.  SQniBR 

<Jkoi«!k  .1.  MacMtirrav 
L.  H.  CitPRCti,  rhiraKM 
i'Ai'i,  WonTON,  WashltiEton 
ALBX   Ml.M'AJ,I,tiM 

liOiidon,    Kiielaml 


Fol.  71,  No.  26  Pa(/cs  1057-1096 


hniiTB    F.    Stoi.L 
General    Maanagpr 


M.  CitAW-IIIhL 

rUBLISIIlNd    COMPANY,    INC., 

Tonrli    Ave.    at    SiStli    St., 

\pw    York.    N.    Y. 

';ible   Address    "Marhinist,    N.    Y.' 


I  \Mt08  H.  MoGraw,  President 
.lAMES  H.  McQTtAW,  Jr.,  Y.-Pres.  and 

Treas. 
M\!.coLM  MiiR.  Vlrp-Presldent 
liT'WARD  .T.  Mettrbs.  Vice-President 
\I\saN  Britton.  Vice-President 
!;ii';\n  KoHAK,  Vire-President 
I      II.  TnoMrsoN.  Swretary 
Ni;\v  York  District  Orflce.  285  Madisun 

Ave. 
w  ASHiNOTON.  National  Press  BLiilding 
t  TiioAGO,  7  South  Pearhorn  St. 
I'll  ii.AnEl,i-MlA.  liiOd  .\r<h  St. 
•  I  KVEi^ANP  Oiiardiiin  [{iilldine 
s  I     Jyiiiis.  Bel!  Telpnliune  BuildihE 
San  Francisco,  883  Mission  Street 
l,"MM>N,  (i  Boiiverlo  Slreot,  Ijcuidim. 
K.  r.  -1 

Publishers  of 

Elortrical  World 

American  Maehinist 

Klectriral    MernhandlshiK 

EnKineerlns  and  Mining  .lourna! 

Chemical  and  Metallurgical  Engineering 

Bus    Transportatinn  Power 

Coal  Age  Radii)  Rptailing 

EnRineering    New.s-Record 

Ingenierfa  Internacional 

Constructlnn  Methods 

Electrical  West 

I  Puhlu'ihrti  in  Han  Framci-xat) 

American  Machinist — -European  l!kIition 

IPuhlishrd  in  London) 
Annual  sub.scription  rate  51  in  North 
America  and  Snullj  America.  Other 
countries.  ?7  or  29  shillings.  Suh- 
fcrlptlons  may  be  sent  to  the  New 
York  office  or  to  the  London  otBce. 
Single  copies,  postage  prepaid  to  any 
part  of  the  world.  '20  cents. 
When  change  of  address  is  ordered 
new  and  old  addresses  mu'st  be  given 
ten  days   before  change  takes  place. 

Conyright.    1928.    hy 
McGraw-HiU  Publishing  Company.  Inc. 

Published  weekly 
Entered    as    second-class    matter    Juno 
2S.     1908,    at    the    post    Offlie    at    New 
York,   N.   Y..   under  the  Act  of  March 
3.    1879. 

Printed  in  U.  S.  A. 
Ki.KCTRic  Kailwav  Journai,  isofflcial 
correspondent  in  the  I'nited  States  for 
rnion  Internationale  de  Tramways,  de 
Chemins  de  fer  dlnteret  local  et  de 
Transports  Publics  Automobiles. 
Member  A.  B.  P.  Member  A.  B.  C. 
Number  of   Copies  Printed   6,080 


AcU-eriiHiiiR     Index  —  Alpha- 
betical. 42 1    riawslfled,  38,  40, 
43;   Searchlight,  37 


June  30,  1928 

I 
CONTENTS 

San  Francisco  Needs  Street  Traffic 

Control  (First  Article) 


1060 


Perhaps  no  city  in  this  country  has  such  an  unusual  street  layout  as 
San  Francisco.  To  be  sure,  it  has  a  serious  traffic  problem.  To  evolve 
suggestions  to  reHeve  the  situation  a  traffic  survey  was  made,  with 
Dr.  Miller  McClintock  as  director.  Every  problem  was  studied  and 
many  helpful  recommendations,  based  on  data  secured,  were  made. 


Milwaukee  Builds  Practice  Track  and  Road  . . .    1065 

No  stone  has  been  left  unturned  by  tlie  Milwaukee  Electric  Lines  in 
providing  for  the  proper  instruction  of  its  trainmen  and  bus  drivers. 
With  a  private  right-of-way  and  road  to  duplicate  actual  service  con- 
ditions the  operators  are  certain  to  become  proficient  before  being 
assigned  to  regular  runs. 


Car  Shop  and  Garage  Is  of  Latest  Design  ......    1068 

Hy  C.  J.  PoKTEK 

Just  another  car  shop  and  garage?  Decidedly,  not!  Its  location, 
design,  construction,  ecpiipment  and  utility  all  contribute  to  make  this 
building  another  worthy  product  of  this  modernization  era. 


Editorials 1057 

Standing  for  True  Business  Stalcsiiiansliip 
Attracting  New  Blood 
Enticing  the  Summer  Traveler 
Galvanised  Buckets  and  the  Man 
Many  "Ifs"  in  the  St.  Louis  Finding 
Meeting  the  Need  for  Employee  Training 
Creating  Modern  Standards 
Fhcc  to  Face  With  Facts  in  Detroit 


Sunday  Pass  Plan  Increases  Riding.  .  1064 

South  American  Cities  Have  Fine 

Railway   Service    1073 

The  Readers'  Forum    1074 

Maintenance  Methods  and  Devices .  .  1075 

Association  Activities 1078 

News  of  the  Industry 1082 


^3- 


-S9B 


Next  Week — 

Milan^s  Americanized  Car 


ELECTRIC  RAILWAY  JOURNAL 


June  30, 1928 


,1--/^ 


\  ctt^':tf^(^t'.  h'^C'-v  A/^""A'^'  '^^^ 


^  mum 


'■■V; 


Westinghouse   Insulating 
Materials 

Treated  Fabric  Tapes 

Untreated  Tapes 

Cord  and  Thread 

Sleeving 

Treated  Papers 

Treated  Fabrics 

Untreated  Papers 

Untreated  Fabrics 

Micarta  Sheets 

Micarta  Tubes 

Micarta  Formed  Shapes 

Mica  Sheets 

Mica  Tubes 

Varnishes 

Paints 

Japans 

Enamels 

Insulating  Compound* 

Insulating  Glue 

Transformer  Oil 


Prolong  Service-Life   with  Varnish 


WHEN  railway  motors  are  dipped  and  baked 
in  Westinghouse  Varnish  No.335,their  service- 
life  is  greatly  prolonged.  Varnish  No.  335  is  not 
only  immune  to  oil  and  water,  but  it  also  protects 
the  motor  insulation  against  the  effects  of  vibra- 
tion and  excessive  heat.  Furthermore,  Westing- 
house varnish  does  more  than  save  the  surface — 
it  insulates.  When  specifying  varnish  for  railway 
motors,  consider  first  its  ability  to  protect  and  to 
insulate.  These  factors  are  your  assurances  of  long 
service-life. 

Using  Westinghouse  Insulating  Materials  la 
Like   Owning  a  Million  Dollar  Laboratory 


Switch  Oil 


Westinghouse  Electric  &  Manufacturing  Company 
East  Pittsburgh  Pennsylvania 

SalcB  Onicet  in  All  Principal    Cities  of 
the  United  Slates  and  ForeiKn  Countries 


<^rS£$ 


Westinghousi^ 


June  30,  1928 


ELECTRIC  RAILWAY  JOURNAL 


End  of  guard 
installed  on 
trolley  wire. 


Method  of  splicing 
sections  together. 
See  pages  586  to  591 
O-B  Catalog  No.  20. 


Good  will,  in  which  thousands  of  dol- 
lars are  invested,  is  only  maintained  by 
better  service,  and  by  the  adoption  of 
modern  devices  for  further  bettering 
service.  Increased  patronage  is  very 
probable,  when  riders  know  of  these 
improvements,  O-B  Trolley  Guard,  in 
addition  to  reducing  operating  expense 
and  thus  adding  tothe  "net",  is  a  safe- 
guard of  your  investment  in  good  will. 


SaSe  —  and  an 
Economic  Necessity 

THREE  important  factors  have  a  decided  influence 
on  net  profits.  The  first  is  savings  from  Safety. 
By  protecting  cars  at  railroad  crossings,  eliminating 
possible  serious  and  costly  accidents,  O-B  Trolley 
Guard  plays  a  most  important  part  in  providing  safety. 

Service  is  the  second  factor.  On  it  depends  the  good 
will  of  your  patrons.  O-B  Trolley  Guard  prevents  de- 
lays and  saves  time  at  crossings — making  faster  sched- 
ules possible  and  thus  serving  your  riders  better. 

You  Save  money.  One  accident  prevented  by  O-B 
Trolley  Guard  adds  materially  to  the  net.  Faster  sched- 
ules and  elimination  of  delays  reduce  operating  costs. 

By  its  merit  and  service  O-B  Trolley  Guard  becomes 
an  economic  necessity.  Low  initial  cost;  handy  ten- 
foot  sections,  factory  formed  ready  to  install,  with 
yokes  and  plates  attached;  all  go  to  make  O-B  Trolley 
Guard  a  sound  "Dollars  and  Sense"  investment. 

Ohio  Brass  Company,  Mansfield,  Ohio 

Canadian  Ohio  Brass  Co.,  Limited 
Niagara  Falls,  Canada 

SPOL 


rass  Cb. 


NEW  YORK  CHICAGO 

PHILADELPHIA 


PITTSBURGH  ATLANTA  CLEVELAND 

ST.  LOUIS        SAN  FRANCISCO        LOS  ANGELES 


PORCELAIN 

INSULATORS 

LINE  MATERIALS 

RAIL  BONDS 

CAR  EQUIPMENT 

MINING 

MATERIALS 

VALVES 


ELECTRIC  RAILWAY  JOURNAL 


June  30, 1928 


Increasing  the  Utility  of  Motor  Transportation 


Speedy  highway  transportation  with  the  same  degree  of  safety  that 
the  riding  public  has  become  accustomed  to  on  railway  vehicles 
attracts  patronage. 

Short,  smooth  stops,  made  without  discortifort  to  patrons,  permit 
higher  schedule  speeds  and  better  running  time. 

Powerful  retarding  force,  equalized  to  minimize  skidding,  easily 
controlled,  and  without  driver  fatigue,  insures  maximum  safety 
under  all  road,  traffic,  and  load  conditions. 

Automatic  equalization  of  braking  forces,  combined  with  the 
absence  of  "brake  riding"  due  to  greater  driver  confidence, 
lengthens  the  life  of  linings  and  reduces  frequency  of  adjustment, 
which  results  in  a  saving  of  material,  labor  and  layover  charges. 

Westinghouse  Air  Brakes  are  increasing  the  utility  of  motorized 
transportation  on  many  properties. 

WESTINGHOUSE  TRACTION  BRAKE  COMPANY 

Automotive  Brake  Division Wilmerding,  Penna. 


_  A  8235 

VAyTOMOllM  AM 


June  30, 1928 


ELECTRIC  RAILWAY  JOURNAL 


Mass  production  methods  are  used 
in  the  International  Shops.  Here 
is  a  battery  of  Compression  Tampers 
eoming  off  the  production  line. 


This  Is  A  Machine  Age! 


THAT'S  not  a  startling  head  line — you  knew  it  all  the  time. 
But  are  you  taking  full   advantage  of   the   benefits  of 
machinery? 

Take  paved  track  construction.  With  a  lot  of  shovels,  picks, 
maul,  crowbars,  tongs  and  strong  backs  you  can  build  paved 
track  Qj^ 

With  a  compression  tamper  and  a  tie  layer  and  the  power 
overhead,  you  can  build  paved  track. 

What's  the  difference? 

Hand  labor  construction  is  less  durable,  takes  more  time  to 
do  and  costs  a  great  deal  more. 

But  take  the  machine  method,  and  Steel  Twin  Ties — better 
track  at  less  cost  every  time. 

Can  you  think  of  any  reasons  why  you  shouldn't  use  mass 
production  methods  and  Steel  Twin  Ties? 

Better  let  us  quote  you  on  delivered  prices  for  third  quarter 
delivery.  (You  can  lease  a  tamping  machine  from  us — we'll 
deliver  it  and  call  for  it). 

THE  INTERNATIONAL  STEEL  TIE  CO. 
CLEVELAND,  OHIO 

STEEL  TWIN  TIE  TRACK 

THE    BASE    OF     MODERNIZATION 


ELECTRIC  RAILWAY  JOURNAL 


June  30. 1928 


M  » 


I 


"pROMPT  shipment  of  quality  Creosoted  Pine  Poles 
"*■   is  an  outstanding  feature  of  International  Service. 

A  large  supply  of  poles  ready  for  "Ship  today"  Service 
is  carried  in  stock.  Specially  framed  poles  in  any  quantity, 
size  or  type  of  framing,  can  be  obtained  on  short  notice. 

To  facilitate  the  prompt  shipment  of  such  poles,  International 
maintains  a  corps  of  expert  framers  to  frame  poles  before  treatment 
in  exact  accordance  with  any  specification. 

The  Texarkana  plant  has  two  of  the  largest  treating  cylinders  in  the 
wood  preserving  industry.  These  cylinders  together  with  extensive 
power  equipment  enable  International  to  treat  and  handle  effi- 
ciently and  economically  poles  in  large  quantity  and  render  a  service 
that  is  unexcelled  in  the  Creosoted  Pine  Pole  Industry, 

IllUMtration  tihoics  a  section  of  the  seasoning  and  framinp  yard 
at  Tej-arkann  ivldcft.  is  tile  drained  and  kept  free  from  vegetation. 

International  Creosoting  &  Construction  Co. 

General  Offices — Galveston,  Texas 

PI.TUta:  Tt'xiirkatia  Bi-allmuiit  Galveston 


GW 


i^., 


/i 


j|SsS,_>k  -JSHj 


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Creosoted  Tfellow  Pine  Poles 


June  30, 1928 


ELECTRIC  RAILWAY  JOURNAL 


ddoi  &m 


Safety  J 


Typp  DG  Golden  Glow  Headlight 
for  L'ity  service.  Being:  fitted 
with  a  Golden  Glow  prifitniitif 
refleetor  it  illnminates  a  wide 
area  adjacent  to  and  for  abuiil 
50    feet    ahead    of    the   car. 


Safety  is  the  watchword  of  today's  transportation 
needs.  Accidents  are  dangerous,  costly  and  a  con- 
stant drain  on  resources.     Safety  pays  dividends. 

Good  headHghts  provide  this  safety  in  night  opera- 
tion— while  makeshift  headlights  or  marker-lights 
are  entirely  inadequate  in  competition  with  the  bril- 
liant lighting  of  swiftly  moving  automobile  traffic. 

Let  us  tell  you  about  Golden  Glow  Headlights 
fully  described  in  our  latest  pamphlets.  Send  for 
copies  today. 

Home  office  and  plant  at  17th  &  Cambfia  Sts..  PHILADELPHIA; 
District  OHices.at  111  N.  Canal  St.,  CHICAGO:  50  Church  St.,  NEW 
YORK:  Beasemer  Bldg-.,  Pittsburgh:  H.s  Bmad  St,,  Bo.ston:  General 
Motors  Bide:.,  Detroit:  .'JIO  N.  Wa.shinffton  Ave..  Scratiton:  Canadian 
Agents.  Lyman  Tube  &  Supply  Company,  Ltd.,  Montreal,  Toronto. 
'     Vancouver. 


MANUFACTURER  OF  RAILWAY,  POWER  \ 


AND  INDUSTRIAL  ELECTRICAL  MATERIAL 


10 


ELECTRIC  RAILWAY  JOURNAL 


June  30, 1928 


\ 


The  Indication 

an  important  feature  of  National  Fare  Registers 


The  public  indication  is  one  of  the  most  important 
of  the  ten  distinctive  features  of  National  Fare  Reg- 
isters. It  shows  the  amount  of  each  fare,  the  zone 
from  and  to  and  the  kind  of  transaction.  It  is  visible 
to  other  passengers  in  the  car  as  well  as  to  the  pas- 
senger paying  fare. 

It  makes  inspection  and  checking  easy  and  accurate 
because  inspector  gets  complete  information  about 
each  fare.  Without  this  public  indication  there 
could  not  be  complete  protection  for  fares  collected. 

The  National  Fare  Register  has  other  distinctive 
features  which  have  made  it  the  choice  of  well- 
known  electric  railway  operators.  A  ticket  of  con- 
venient size  printed  and  issued  at  the  time  the  fare 
is  recorded,  shows  zone  from  and  to,  amount  of  fare, 
date,  operator's  number  and  other  information.  A 
printed  trip  sheet  locked  inside  the  machine  gives  a 
consecutive  record  of  each  fare.  A  fast  operating 
keyboard  and  electric  motor  insure  quick  loading. 

Electric  railway  operators  have  found  National 
Fare  Registers  a  protection  for  receipts,  a  means  of 
reducing  operating  costs  and  a  method  of  speeding 
service  that  has  never  before  been  available. 

There  are  252  National  Cash  Register  offices  in  the  United 
States  and  Canada,  each  a  service  station  for  National  Fare 
Registers.  Our  nearest  representative  will  be  glad  to  give 
complete   information   and   demonstrate   this   new   register. 


The  indication  of  the  National 
Fare  Register  is  visible  to 
passengers  in  the  car. 


The  National  Fare  Register 
is  small  and  compact,  easy 
to  install  and  fast  in  opera- 
tion. It  is  sturdy  in  con- 
struction and  will  stand  up 
under    hard    usage. 


National  Fare  Registers 

Product  of  The  National  Cash  Register  Company 

Dayton,  Ohio 


Commemomt 


winfoac 


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ISTORV 


// 


i^t.-^'V^ 


». 


HJ^JLfAQ^ 


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lOse  Leadeirahi 
las  changed  the 
entire  trend  of'  p 
lasic  motor  coach 


>^ 


^d  to  lead 
ales  field  in 


,v>;.   .-.^. 


/une  30, 1928 


ELECTRIC  RAILWAY  JOURNAL 


IS 


—    —    —    —    Year  by  year 

the  Electric  Railway  Industry  is  advanc- 
ing. This  advancement  is  due  to  the 
efforts  of  those  in  places  of  responsibility. 
It  is  their  determination  to  keep  abreast 
of  the  times  and  their  desire  to  give  the 
traveling  public  what  it  wants,  that  is 
bringing  about  this  advancement.  New 
and  modern  equipment,  public  relations, 
and  a  study  of  street  transportation  are 
important  factors.  Many  of  the  leading 
operators  have  seen  the  advantages  of 
treadle-ization  and  have  adopted  the  NP 
Automatic  Treadle. 


TRFADLE^IZE/ 


NATIONAL  PNEUMATIC  COMPANY 

Executive  Office:  Graybar  Building,  New  York 


CHICAGO 
518    McCormick    Bulldiuc 


General  Works:  Rahway,  New  Jersey 

MANDPACTURED    IN    TORONTO.    CANADA,    BY 
Railway   &   Power   Enffineerin^   Corp.,   Ltd. 


PHILADELPHIA 
1010    Colonial    Trnit    Baildiiw 


16 


ELECTRIC  RAILWAY  JOURNAL 


June  30, 1928 


"Satisfactory 
Profits 


are 

being 
obtained" 


Timken. 
Bearings 


"Satisfactory  profits"  from  Timken- 
equipped  rolling  stock  such  as  this, 
are  the  invariable  results  of  Timken 
tapered  construction,  Timken 
POSITIVELY  ALIGNED  ROLLS, 
and  Timken-made  electric  steel.  That 
means  not  only  minimum  friction 
losses  and  lubrication  costs,  but 
highest  endurance,  due  to  full 
thrust -radial  capacity. 

THE  TIMKEN  ROLLER  BEARING  CO. 
CANTON.  OHIO 


June  30, 1928 


ELECTRIC  RAILWAY  JOURNAL 


17 


An  interior  view  of  one  of  the  substations 
of  a  large  mid-western  utility  company 
which  supplies  power  at  1500  volts  for  the 
operation  of  a  main  line  electrification.  Each 
unit  shown  is  of  1500  kw.  Primary  supply 
is  three  phase  60  cycle  a.c.  at   12.000  volts. 


Higher  voltages  ^  higher  efficiencies 

VOLTAGES,  customarily  used  in  electric  railway  practice 
are  high  enough  to  show  substantial  efficiency  gains  where 
A-B-B     rectifiers   handle   the   conversion   function.     Beginning 


Principal 
Products 

Electric  Locomotives 

Multiple  Unit  Cars 

Diesel-Electric  Locomo- 
tives 

Car   Lighting    Equipment 

Mercury  Arc  Power 
Rectifiers 

Transformers 

Automatic  Voltage  Regu- 
lators 

Automatic  Synchronizers 

High  Voltage  Oil  Circuit 
Breakers 

Steam  Turbo-Generator  Sets 

Turbo-Blowers  and  Com- 
pressors 

Turbo-Exhausters   and 
Boosters 

Scavenging  and  Super- 
charging Blovfers 

at   about   4%  saving  over  best   rotary  converter  performance 
for  all-day  runs  at   550  volts,  they  reach  much  higher  gains 
in  similar  comparisons  on   properties  operating  at   1500  volts 
such  as  the  one  illustrated  here.     The  exact  percentage  gained 
depends  necessarily  on  the  load  characteristics  of  the  system 
under  consideration. 

We  shall  be  glad,  upon  receipt  of  inquiries,  to  supply  typical 
load  curve  comparisons.    Further  advantages  of  A-B-B  rectifiers 
are  given  below: — 

Simple  operation  and  minimum  attention.                                                              ' 

No  synchronizing. 

Very  high  momentary  overload  capacity  and  insensibility  to  short  circuits. 

Negligible  maintenance. 

Low  •weight.    No  special  foundations. 

Noiseless  and  vibrationless  operation,  consequently  rectifier  substations  can 

be  erected  in  densely  populated  localities. 
Nevi  substations  need  only  be  of  light  construction.     The  plant  can  often  be 

erected  in  places  that  could  not  be  considered  for  rotating  machinery. 

AMERICAN     BROWN     BOVERI     ELECTRIC     CORPORATION 
Camden,  New  Jersey 

AMERICAV 
BROWN  BOVERI 

18 


ELECTRIC  RAILWAY  JOURNAL 


June  30,  1928 


The  rider  WANTS  to  buy 


June  30, 1928  ELECTRIC  RAILWAY  JOURNAL  '59 

he  cardinal  points  of 

CINaNNATI 
t^^B^^  CARS 


The  soundness  of  his  logic 
is  unescapable.  So,  too,  is  the 
soundness  of  the  logic  of  the 
operating  company  which 
heeds  the  preference. 

Looking  forward  to  the  time 
when  the  purchase  of  new 
cars  is  at  hand  the  Cincin- 
nati Car  Company  is  eager 
NOW  to  place  the  operating 
records  of  Cincinnati  BAL- 
ANCED LIGHTWEIGHT 
cars  before  you.  Compare 
them  with  your  own.  That 
is  the  logical  way  for  you  to 
form  opinions  on  which  far- 
reaching  decisions  may  be 
safely  made.  May  we 
answer  your  questions? 

CINCINNATI    CAR    COMPANY 
CINCIISINATI,  OHIO 


20 


ELECTRIC  RAILWAY  JOURNAL 


June  30, 1928 


International  Motor  Trucks  and 
McCORMICK-Deering  Industrial  Trartors 

Are  Serving  These  Well-Known^ 

Railroad,  Express,  and  Related  Companies: 


American  Railway  Express 

Atchison,  Topeka  &  Sante  Fe 

Baltimore  &  Ohio 

Big  Four 

Boston  &  Maine 

Boston  Elevated 

British  Columbia  Electric 

Railway 
Canada  Steamship  Lines 
Canadian  National  Express 
Canadian  National  Railway 
Canadian  Pacific  Express 
Canadian  Pacific  Railway 
Central  of  Georgia 
Chicago  &  Eastern  Illinois 
Chicago  &  North  Western 
Chicago,  Burlington 

&  Quincy 
Chicago  Junction  Railway 
Chicago,  Milwaukee,  St.  Paul 

&  Pacific 
Chicago,  Rock  Island 

&  Pacific 
Denver,  Rio  GrandeWestern 
East  Mass.  Street  Railway 
Elgin,  Joliet  &  Eastern 
Erie  Railroad 
Gary  Railways 
Great  Northern 
Illinois  Central 
Illinois  Traction  Co. 
Indiana  Service  Corporation 


t 


THIS  Chain'Drive  Heavy-EHity 
International  Truck  is  on 

the  job  for  the  Wabash  Railway, 
working  with  a  battery  of  All-Steel 
Semi'trailers.  The  outfit  saves  as 
high  as  73  hours  per  shipment.  It 
replaces  hundreds  of  trap  cars  and 
line  cars  every  month.  The  railroads 
are  using  every  size  and  type  of  truck 
in  the  International  Line,  including 
the  %'ton  Special  Delivery;  4  and 
6-cylinder  Speed  Trucks  for  iM,  jVi, 
and  2-ton  loads;  and  the  Heavy- 
Duties,  double-reduction  and  chain- 
drive,  up  to  5-ton. 


AMONG  the  enthusiastic  users 
.  of  the  McConntck-Deering 
Industrial  Tractor  are  many  of 
the  biggest  railroads.  Compact,  flex- 
ible, many-sided,  durable,  liberally 
powerful  power.  For  yards,  repair 
shops,  stores  and  material  supply  de- 
partments, etc.  It  hauls,  lifts,  pushes, 
and  combines  to  operate  a  variety  of 
equipment.  Power  three  ways  — 
drawbar,  belt  and  power  take-off. 
Built  complete  by  International  Har- 
vester. We  will  be  glad  to  demon- 
strate the  capacity,  power,  and  econ- 
omy of  this  highly  modern  power. 


^ 


^ 


Interstate  Public  Service  Co. 
Lehigh  Valley 
Louisville  &  Nashville 
McCormick  Steamship  Co. 
Milwaukee  Electric  Railway 
Minneapolis  &  St.  Louis 
Missouri,  Kansas  &  Texas 
Missouri  Pacific 
Monon  Route 
New  York  Central  Lines 
New  York,  New  Haven 

&  Hartford 
Nickel  Plate  Road 
Norfolk  &  Western 
Northern  Ohio  Traction 

Lines 
Northern  Pacific 
Norton  Lilly  Steamship  Co. 
Oregon,  Washington 

R.  &  N.  Co. 
Pennsylvania  System 
Philadelphia  &  Reading 
Pittsburgh  &  Lake  Erie 
Pullman  Company 
St.  Louis  Southwestern 
Seaboard  Air  Line 
Soo  Line 

Southeastern  Express 
Southern  Pacific 
Southern  Railway 
Texas  &  Pacific 
Union  Pacific 
Wabash 


Q»  Send  inquiries  regarding  International  Trucks  and  McCormick-Deering  Industrial  Tractors  to  the  address  below  9^ 

International  Harvester  Company 


606  So.  Michigan  Ave. 


OF  AMERICA 

[ Incorporated] 


ChicagOy  IHinois 


June  30, 1928 


ELECTRIC  RAILWAY  JOURNAL 


21 


It's  the  Coach  That  Carries 
the  Crowd  -  -.  -.  i  -.  But  It's  the 
Wheels  That  Carry  the  Coach 

And  so,  in  electric  railway  service,  -with  its  steep 
peak  periods  and  the  ever  recurring  emergencies 
that  heavy  traffic  creates,  the  best  wheel  made  is 
only  good  enough. 

Gary  Wrought  Steel  Wheels  are  manufactured  in 
quantity  but  under  a  system  of  individual  attention 
that  assures  the  same  physical  and  chemical  pre- 
cision as  if  only  one  wheel  were  made  each  day, 

Our  wheel  specialists  are  at  your  command, 

JUtnots  ^tf  f  I  Olcmpau^ 

(Central  ©ffirPH: 

ana  g-aittlj  Sla  g>aUp  &trfpt 

Oltjicaga,  JIUtnDtB 


22 


ELECTRIC  RAILWAY  JOURNAL 


June  30, 1928 


LiB'Q    Control    Device    mounted    <m 
K-3S  ControUer 


Break  the  Current 

under  the  Car 

With  the  new  G-E  Line  Breaker  Control  Device, 
arcing  from  heavy  currents,  ordinarily  ruptured  in 
the  controller  or  overhead  circuit  breaker,  is  trans- 
ferred to  a  high-speed  line  breaker  under  the  car. 

The  whole  secret  is  in  the  slight  lost  motion  in  the 
LB  Control  Device.  When  the  controller  is  turned 
toward  the  "off"  position,  the  cylinder  does  not  move 
until  the  line  breaker  has  done  its  work  in  rupturing 
the  circuit. 

Twenty-five  hundred  of  these  LB  Control  Devices  are 
now  in  operation  on  seventy-five  properties. 


The  G-E  Line  Breaker 
and  LB  Control  Device 
are  typical  examples  of 
G-E  developments  pro- 
duced primarily  to  protect 
and  save  equipment. 


330-44 


GENERAL  ELECTRIC 


Electric  Railway  Journal 


McGraw-Hill  Publishing  Co.,  Inc. 
James  H.  McGraw,  President 


Consolidation  of 

Street  Railway  Journal  and 

Electric  Railway  Review 


Louis  F.  Stoll,  General  Manager 
Charles  Gordon,  Editor 


Volum'e  71 


New  York,  Saturday,  June  30,  1928 


Number  26 


Standing  for  True  Business  Statesmanship 

EXTENSION  of  the  McGraw-Hill  publishing  activi- 
ties to  every  branch  of  American  business  is  the 
most  significant  effect  of  the  merger  of  the  A.  W.  Shaw 
Company,  of  Chicago,  and  the  McGraw-Hill  Publishing 
Company,  Inc.,  announced  elsewhere  in  this  issue. 

Heretofore  the  magazine  publishing  activities  of  the 
McGraw-Hill  organization  have  been  confined  to  spe- 
cialized service  to  major  engineering  industries  and  the 
trade  channels  for  distributing  their  products.  The  book 
division  of  the  organization,  it  is  true,  has  long  since 
broadened  its  scope ;  it  publishes  books  not  only  on  engi- 
neering, management  and  industrial  subjects,  but  on 
general  business  and  scientific  agriculture. 

Through  the  merger  the  McGraw-Hill  institution  now 
acquires  a  medium  by  which  it  can  speak  to  the  whole 
range  of  American  business.  The  Magazine  of  Business 
has  a  circulation  of  more  than  150,000  copies  and  deals 
with  the  problems  fundamental  to  all  business — such  as 
those  of  finance,  production,  distribution  and  sales,  man- 
agement, transportation  and  export  trade.  It  treats,  as 
well,  those  major  movements  in  legislation,  such  as  taxa- 
tion, tariff  and  government  regulation,  which  bear  upon 
business. 

The  importance  of  this  new  extension  of  the  McGraw- 
Hill  activities  is  apparent  to  all  who  have  followed  the 
standards  which,  under  the  leadership  of  James  H. 
McGraw,  have  dominated  its  publications.  To  give, 
through  effective  organization,  the  best  of  which  they  are 
capable,  is  his  constant  admonition  to  the  publishers  and 
editors  working  under  his  direction.  The  new  associa- 
tion of  interests  presages  a  virile  development  of  an 
already  effective  service  to  the  whole  business  structure 
of  America. 

Further,  it  is  significant  that  in  referring  to  The 
Magazine  of  Business,  Mr.  McGraw  in  his  announce- 
ment of  the  merger  closed  with  these  words,  "It  will  fight 
for  the  interests  of  business  but  it  will  place  in  an  equally 
important  position  the  responsibility  of  business  to  the 
public.  It  will,  in  a  word,  stand  for  true  business 
statesmanship." 

Past  performance  in  McGraw-Hill  papers  is  a  warrant 
that  this  pledge  will  be  fulfilled. 


Attracting  New  Blood 

**T^OR  long,  long  years  he  has  labored  to  get  his 
1/  engineering  degree,"  writes  W.  E.  Wood,  president 
Virginia  Electric  &  Power  Company,  in  the  Stone  & 
Webster  Journal.  Mr.  Wood  refers  to  the  technical 
graduates  of  American  universities,  thousands  of  whom 
at  this  season  step  confidently  from  the  class  room  and 
laboratory  into  the  ranks  of  American  industry.  "Where 
shall  he  begin  ?"  asks  Mr.  Wood.  And  then  he  gives  the 
young  man  some  timely  and  practical  advice  regarding 
those  human  factors  in  industry  as  important  to  success — 
if  not  more  so — than  is  technical  ability. 


What  of  the  part  which  industries  themselves  play  in 
shaping  the  destiny  of  the  young  graduate?  Choice  of  a 
position  is  the  burning  question  in  the  young  man's  mind. 
Some  electric  railways  have  had  notable  success  through 
placing  young  graduates  in  student  training  courses.  As 
a  rule,  the  plan  of  moving  these  men  on  into  the  operating 
departments  when  they  have  served  their  apprenticeship 
has  not  been  worked  out  as  completely  as  it  should  be. 
Other  properties  fail  entirely  to  offer  any  inducement  in 
the  way  of  special  training  to  the  graduate. 

Many  large  industrial  corporations  have  recognized  the 
need  for  organized  effort  to  induct  into  their  ranks  the 
best  of  this  annual  crop  of  engineers  who  offer  that  youth 
and  new  blood  without  which  any  business  quickly  dries 
up.  In  attracting  young  technical  graduates  the  industry 
is  in  competition  with  others  that  may  seem  to  offer  more 
to  the  young  man.  It  has  been  in  serious  difficulty  for 
many  years,  and  still  has  many  serious  problems  ahead. 
But  in  this  situation  lies  the  great  opportunity  for  the 
graduate.  He  can  be  interested  in  the  possibilities  of  the 
local  transportation  industry  if  the  industry  itself  takes 
the  initiative. 


Enticing  the  Summer  Traveler 

JUST  as  banking  houses  have  come  to  regard  the  small- 
salaried  investor  as  desirable  clientele,  so  of  late  years 
transportation  experts  and  managers  have  been  concen- 
trating on  tours,  itineraries  and  rate  schedules  that  will 
appeal  to  the  modest  wage-earner  who  each  summer 
spends  .some  portion  of  his  savings  on  tours  and  trips. 
During  this  week  the  annual  holiday  trek  gets  under  way, 
with  millions  of  pleasure  seekers  bound  for  the  beaches 
and  mountains  via  boats,  buses,  trains  and  trolleys. 

To  induce  as  many  of  these  prospective  travelers  to  go 
by  the  railway's  trolley,  bus  or  tour,  many  companies  have 
been  offering  special  ticket  and  week-end  rai"es.  For 
instance,  the  Chicago,  South  Shore  &  South  Bend  has 
offered  a  three-day  limit  $2  excursion  ticket  to  the  Dunes 
on  the  shore  of  Lake  Michigan  with  a  glimpse  of  Chi- 
cago 30  miles  away.  Other  companies,  including  the 
Philadelphia  Rapid  Transit  Company,  Kentucky  Carriers, 
and  the  Public  Service  Co-ordinated  Transport  of  New 
Jersey,  have  advertised  special  bus  trips  for  excursionists 
and  week-enders.  One  continued  attraction  for  summer 
outings  will  be  the  Sunday  $1  pass.  The  opportunities 
for  education  and  recreation  through  this  latter  means 
of  travel  was  told  recently  by  a  writer  in  the  Los  Angeles 
Times  who,  short  of  funds,  was  entertaining  a  friend 
from  New  York.  They  traveled  on  the  Pacific  Electric 
Railway  on  the  $1  Sunday  pass,  and  the  recital  of  the 
places  they  saw  and  the  territory  covered  read  like  a  real 
adventure  story.  He  said  that  if  it  weren't  for  the  tour- 
ists, one  might  never  discover  the  possibilities  of  one's 
own  surroundings. 

Railway  managements,  if  they  have  not  already  done 
so,  should  take  stock  at  once  of  the  particular  opportuni- 
ties on  their  own  lines  to  sell  rides  in  the  good  old  sum- 


1058 


ELECTRIC  RAILWAY  JOURNAL 


Vol.7\,No.26 


mertime.  Nature  lovers,  hikers,  campers,  bathing  beauties 
— all  are  part  of  the  caravan  moving  from  the  cities  and 
towns  on  picnics,  sightseeing  parties  and  just-out-in-the- 
open  revels.  Cheaper  rates  and  good  accommodations 
will  attract  them.  But  railways  must  do  more  than  just 
run  vehicles.  They  must  oblige  their  patrons  with  count- 
less extra  services.  For  example,  tickets  could  be  on 
sale  at  local  stores  and  perhaps  a  guide  might  accompany 
a  sightseeing  trip.  All  such  extra  services  will  please 
the  rider  who  has  mapped  out  his  time,  and  will  encourage 
the  vacationist  who  is  uncertain  where  and  how  to  go. 

If  transportation  companies  were  only  to  do  what  was 
expected  of  them — carrying  passengers  hither  and  yon — 
they  would  transport  only  those  business  bound.  The 
desired  patronage  that  will  round  out  the  service  is  from 
the  rider  who  wants  to  travel  for  pleasure,  for  rest  or  on 
educational  pursuits.  By  and  large,  the  public  has  devel- 
oped a  habit  of  travel.  As  a  transportation  and  travel 
agency,  the  electric  railway  must  consider  the  small  tour- 
ist who  in  at  least  one  season  of  the  year  is  mentally  and 
physically  in  tune  with  the  world,  is  fairly  amenable  to 
suggestions  and  quick  to  react  to  bigger  and  better  oppor- 
tunities for  becoming  travel-wise. 


Galvanized  Buckets  and  the  Man 

MOST  any  man  will  do  to  fill  a  job,  but  to  select  a 
galvanized  bucket — well,  that  requires  considerable 
thought  and  careful  inspection.  With  such  comparison 
one  of  the  flaws  in  electric  railway  management  is  brought 
to  light  by  Dr.  C.  P.  Segard,  of  tTie  Third  Avenue  Rail- 
way, speaking  at  the  recent  meeting  of  the  New  York 
State  Electric  Railway  Association.  His  complaint  is 
that  man  power  has  been  subordinated  to  mechanical 
power — that  more  attention  has  been  given  to  equipment 
and  operation  than  to  the  human  element,  which  is  in- 
dispensable no  matter  what  type  and  kind  of  equipment 
are  in  use.  He  is  at  a  loss  to  understand  why,  if  the 
street  railways  pay  out  of  their  incomes  approximately 
50  per  cent  in  wages,  that  in  itself  is  not  indication 
enough  of  the  importance  of  man  power  in  their  business. 

Mr.  Segard's  point  is  well  taken.  Some  time  ago 
before  useful  discoveries  were  made  in  the  field  of  medi- 
cine, psychology  and  sociology,  the  man  at  work  pre- 
sented no  special  problem.  He  just  came,  was  assigned  a 
task  and  if  he  didn't  measure  up  to  the  standard,  assum- 
ing there  was  one,  he  was  automatically  dropped  to  be- 
come driftwood — a  burden  to  himself  and  a  liability  to 
the  community.  Latter-day  wisdom  discovered  many  men 
inefficient  in  one  branch  of  activity,  with  possibilities  for 
fair  success  in  another.  Gradually  time  and  efi'ort  were 
concentrated  on  studying  the  individual  employee  so  as  to 
know  his  endowments  and  proclivities.  Then  he  was 
placed  where  he  could  employ  his  own  particular  talents 
to  best  advantage,  become  a  contented  worken  and  give 
to  his  particular  industry  something  of  himself  that  would 
make  both  him  and  the  business  grow. 

Here  and  there  railway  managements  have  adopted  this 
modern  point  of  view.  They  have  resorted  to  psychologi- 
cal tests,  studied  the  research  available,  employed  medical 
assistance  and  insisted  on  intensive  training  in  their  quest 
for  employees  physically  and  mentally  qualified  for 
specific  jobs.  There  is  a  definite  obligation  on  the  part 
of  business  to  cut  down  the  number  of  misfits  by  a  study 
of  their  employees'  aptitudes  and  abilities.  Progressive 
railway  organizations  are  giving  attention,  as  never 
before,  to  the  importance  of  the  human  element  in  main- 
taining and  selling  a  public  service. 


Many  "Ifs"  in  the  St.  Louis  Finding 

JUSTICE  in  part  finally  has  been  done  the  St.  Louis 
Public  Service  Company,  successor  to  the  United 
Railways,  in  the  fare  and  valuation  decision  rendered  by 
the  Missouri  Public  Service  Commission.  In  the  matr 
ter  of  fares,  the  rates  eflfective  on  July  1  have  been  fixed 
at  8  cents  flat,  with  a  4-cent  fare  for  children,  contrasted 
with  the  present  rate  of  8  cents  cash  or  two  tokens  for 
15  cents  for  adults,  and  3  cents  for  children.  The  new 
rate  is  substantially  the  request  of  the  predecessor  com- 
pany made  a  year  ago.  In  the  matter  of  the  valuation 
the  figure  fixed  by  the  commission  is  $66,000,000.  This 
contrasts  with  a  sum  of  $75,000,000  set  up  by  the  com- 
pany and  the  tentative  figure  of  $52,000,000  fixed  some 
time  ago  by  the  commission  and  apparently  the  sum  on 
which  calculations  by  the  state  body  have  heretofore  been 
made.  The  valuation  question  has  been  a  matter  of  con- 
troversy since  before  the  receivership  in  the  year  1919. 
To  that  subject  alone  eight  pages  are  devoted  in  the 
final  report  of  the  receiver  to  the  court,  rendered  only 
a  few  months  ago  as  the  concluding  word  of  his 
stewardship. 

During  the  almost  nine  years  of  the  receivership, 
$1,500,000  a  year  was  charged  to  depreciation  reserves. 
This  sum  it  was  sought  to  continue  as  a  yearly  charge. 
The  city  contended  that  $1,000,000  a  year  was  sufficient. 
The  commission  decided  that  $800,000  a  year  was  enough. 
This  is  only  1.2  per  cent  on  the  valuation  found  by  the 
commission.  The  justification  for  its  ruling  in  this  par- 
ticular is  found  by  the  commission  in  the  facts  covering 
past  expenditures,  the  present  large  reserves,  and  the 
good  physical  condition  of  the  property  at  this  time. 
This,  of  course,  is  a  back-handed  compliment,  but  it  re- 
mains to  be  seen  whether  the  sum  now  set  up  is  suffi- 
cient to  preserve  that  excellent  condition.  Under  this 
plan  the  difi^erence  of  $700,000  between  the  two  sums  be- 
comes available,  other  things  being  equal,  as  net  return, 
but  other  things  may  not  remain  equal. 

It  is  the  old  two-edged  sword  again.  The  commis- 
sion's estimate  of  the  probable  number  of  riders  may  or 
may  not  prove  to  be,  correct,  but  it  is  much  to  the  com- 
pany's credit  that  despite  the  decreasing  number  of  riders 
carried  the  railway  was  able  to  keep  its  expenses  at 
a  constant  during  1925,  1926  and  1927.  Among  the 
other  interesting  comments  by  the  commission  is  that  in 
its  opinion  stress  should  not  be  put  on  either  original  or 
reproduction  costs  of  the  property.  The  state  body 
.said  that  its  desire  was  to  give  the  company  a  return  as 
nearly  just  as  possible  and  still  keep  its  customers. 

This  is  a  nice  point,  and  one  with  which  the  company 
may  find  itself  able  to  conform,  but  only  because  of  the 
recent  drastic  reorganization  as  a  result  of  which  there 
are  now  outstanding  only  $46,457,458  of  bonds  and  pre- 
ferred stock.  But  there  are  a  lot  of  "ifs"  in  the  situa- 
tion. If  the  commission's  estimate  of  future  earnings 
proves  to  be  substantially  correct ;  if  its  estimate  of  pos- 
sible future  passenger  trends  is  correct;  if  its  deprecia- 
tion allowance  proves  to  be  all  that  is  really  needed  to 
keep  the  property  up  to  its  present  standard,  and  if  the 
wage  question  now  up  for  adjudication  can  be  settled 
without  imposing  any  additional  or  substantial  burdens 
upon  the  company,  matters  may  right  themselves.  These 
are  only  some  of  the  uncertainties.  So  far  as  the  new 
company  is  concerned  it  has  been  functioning  only  since 
Dec.  1,  1927,  but  in  that  time  it  has  given  ample  evi- 
dence that  it  is  keenly  aware  of  its  obligations  to  the 
public. 


June  30, 1928 


ELECTRIC  RAILWAY  JOURNAL 


1059 


Meeting  the  Need  for  Employee  Training 

MORE  and  more,  transportation  executives  are  real- 
izing the  need  for  intensive  training  of  all  em- 
ployees who  must  perform  tasks  that  require  the  exercise 
of  individual  skill  or  judgment.  While  this  may  be 
considered  to  include  practically  every  person  working 
for  the  property,  those  who  are  engaged  in  the  opera- 
tion of  vehicles  naturally  need  the  most  attention  prior 
to  assuming  their  regular  duties  on  car  or  bus. 

Closely  coupled  with  this  training  is  the  selection  of 
the  men.  It  has  been  demonstrated  on  many  properties 
that  tests  can  be  developed  which  will  enable  the  ex- 
aminer to  determine  with  small  chance  for  error  whether 
an  applicant  has  the  mental  acuteness  and  physical  skill 
that  work  of  this  sort  demands.  After  ascertaining 
in  this  manner  that  the  applicant  is  fairly  certain  to  be- 
come fitted  for  the  task,  the  work  of  training  can  be 
planned  accordingly. 

This  is  what  has  been  done  by  the  personnel  department 
of  the  Milwaukee  Electric  Railway  &  Light  Company. 
Methods  that  are  in  use  for  the  selection  of  men,  which 
have  been  described  previously  in  this  paper,  have  been 
planned  to  weed  out  the  unfit  before,  rather  than  after, 
the  period  of  training.  This  has  made  it  possible  to  con- 
centrate on  those  applicants  who  have  been  accepted, 
with  the  knowledge  that  few  of  them  will  fail  to  qualify. 
In  developing  this  idea  further,  a  track  and  road  have 
been  constructed  where  the  men  are  actually  given  instruc- 
tion in  their  work  on  car  or  bus  away  from  the  main 
lines  of  traffic.  An  article  in  this  issjie  tells  of  the  equip- 
ment and  methods  in  use.  After  such  instruction  the 
period  of  probation  on  the  road  can  be  shortened. 

The  important  difference  between  this  and  the  older 
methods  of  employment  and  instruction  is  that  the  entire 
plan  is  worked  out  as  a  whole,  and  the  steps  are  arranged 
to  fit  into  their  places  in  a  well-organized  scheme.  In 
this  respect  it  constitutes  a  definite  recognition  of  the 
returns  which  have  been  obtained  from  the  earlier  train- 
ing work  of  the  same  company,  which  necessarily  was 
carried  along  in  abbreviated  form  but  which  was  planned 
along  the  same  lines  as  those  now- in  use. 


these  contributors  that  eventually  will  raise  the  electric 
railway  to  the  plane  where  it  belongs. 

Although  much  progress  has  been  made  in  the  several 
fields  there  still  are  numerous  possibilities  in  every  single 
one.  In  his  paper  Mr.  Mcllraith  listed  fourteen  items  "to 
serve  as  a  foundation"  in  developing  new  ideas.  Among 
these  were  traffic  regulation  and  improvements  of  street 
use,  reducing  plain  wastage  in  operations,  building  more 
comfortable  and  attractive  cars,  scheduling  service  suited 
to  the  various  districts  served,  using  properly  the  possible 
auxiliary  equipment,  active  and  effective  supervision  of 
the  operations  to  insure  performance  of  the  standard 
sets,  and  planning  for  better  and  bigger  city  growth. 

Each  of  the  subjects  named  invites  research.  Not  one 
has  been  developed  to  any  degree  of  completion  and  all 
are  fraught  with  possibilities.  To  these  fourteen  items 
might  be  added  many  others. 

Readjustment  and  modernization  in  the  electric  railway 
industry  and  the  development  of  new  ideas  is  the  answer 
to  the  question,  "What  can  be  done  to  create  modern 
standards  ?" 


Creating  Modem  Standards 

COMPETITION  and  change  go  hand  in  hand.  An 
industry  pressed  to  maintain  its  supremacy  must 
take  radical  steps  to  keep  pace.  An  outstanding  example 
of  this  is  the  discontinuance  of  the  Model  T  Ford  auto- 
mobile. The  Ford  Motor  Company  realized  that  the 
public  was  demanding  more  in  the  way  of  speed  and 
appearance  and,  therefore,  rearranged  its  entire  plant  to 
bring  out  a  new  model. 

In  most  industries  it  is  becoming  more  and  more  a 
survival  of  the  fittest.  As  E.  J.  Mcllraith  stated  it  be- 
fore the  recent  convention  of  the  Canadian  Electric  Rail- 
way Association,  "only  the  active,  aggressive  and 
progressive  will  survive." 

While  public  transportation  companies  are  being 
pressed  relentlessly  to  make  changes  they  must  realize 
that  it  is  necessary  to  create  new  standards  along  modern 
lines,  rather  than  allow  the  development  to  become  hap- 
hazard and  disorganized.  Accordingly  there  must  be  a 
readjustment  in  the  thinking.  True,  many  competent 
minds  have  been  determining  the  ultimate  development 
of  the  industry,  but  no  general  conception  of  its  future 
has  been  seen  by  the  industry.  New  ideas  are  being 
developed  on  many  properties.     It  is  the  joint  work  of 


Face  to  Face  With  Facts  in  Detroit 

IN  HIS  report  on  the  operations  of  the  Detroit  Munic- 
ipal Railway,  Ralph  Stone  appears  to  have  settled  the  . 
question  of  the  future  of  the  road  in  its  effort  to  liquidate 
the  cost  of  the  system  out  of  earnings.  He  says  it  can- 
not be  done  unless  fares  are  advanced.  That,  of  course, 
is  a  direction  in  which  the  system  has  been  heading  for 
some  time.  .  Another  thing,  Mr.  Stone  has  made  plain 
the  reason  for  the  so-called  discrepancy  of  $1,000,000 
between  the  figures  of  the  system  as  presented  by  outside 
auditors  and  the  returns  made  by  the  system's  own 
auditor.  The  $1,000,000  is  a  tangible  sum  only  in  so 
far  as  it  represents  honest  differences  of  opinion  between 
two  accounting  schools.  Mr.  Stone  has  thrown  the 
weight  of  his  opinion  in  with  the  more  conservative  of 
the  two  declarations.  In  other  words,  he  favors  the 
Price,  Waterhouse  method  as  indicating  conditions 
accurately.  It  is  a  nice  point  for  the  accounting  tech- 
nician to  debate,  the  one  that  Mr.  Hauser  made  to  the 
effect  that  "it  is  impossible  to  pay  for  two  plants  at  the 
same  time,  and  that  is  in  effect  what  is  being  done  when 
depreciation  and  sinking  funds  are  both  established." 

But  Mr.  Stone  sees  a  legal  point  involved.  He  wants 
the  Corporation  Counsel  to  pass  upon  the  matter  of 
the  interpretation  of  Section  14  of  the  City  Charter. 
He  even  goes  a  bit  further  than  was  expected.  His  main 
finding  was  that  unless  the  annual  debt  maturities  can 
be  met  by  rearrangement  an  increased  fare  will  be  needed 
to  comply  with  the  spirit  of  the  city  charter,  if  not  the 
letter  of  that  document.  This  he  supplements  with  the 
statement  that  it  is  not  possible  to  say  that  an  adjust- 
ment of  the  existing  rates  of  fare  could  be  avoided  by 
a  rearrangement  of  the  debt  maturities. 

Mr.  Stone's  is  a  carefully  worded  document,  but  for 
all  that  it  reflects  the  impression  long  felt  in  quarters 
outside  of  official  Detroit  Department  circles  that  an 
advance  in  fares  is  inescapable.  The  problem  in  all  its 
details  is  too  complicated  for  an  analysis  in  a  discussion 
of  this  kind,  but  the  reports  of  operation  from  month 
to  month  have  for  some  time  pointed  in  the  direction  of 
an  increase  in  fares.  The  political  consequences  of  such 
a  step  would  of  course  not  rest  lightly  on  those  respon- 
sible for  taking  it,  but  it  is  to  be  hoped  that  the  issue,  if 
it  is  the  real  issue  which  Mr.  Stone's  report  indicates, 
will  be  met  on  an  economic  rather  than  a  political  basis. 


« 


San  Francisco  Needs 

Street  Traffic  Control 

Extensive  survey  directed  by  Dr.  Miller  McClintock 
reveals  street  traffic  problems  caused  by  unusual 
physical  layout  of  the  city.  Report  condemns  jitneys 
and   makes   suggestions   on   electric   railway   service 

FIRST    ARTICLE 


•"Uni'i    ill'  '   '         '-JMliSr''    iV'iliTI* 


SAN  FRANCISCO,  because  of 
its    topography    and    resulting 
unusual  street  layout,  has  de- 
veloped many  difficult  problems.   "In 
the   hope   of    evolving   constructive 
suggestions  and  thus  bringing  about 
improved    street    traffic    control    in 
San  Francisco,"  Mayor  James  Rolph, 
Jr.,    appointed    the    San    Francisco 
Traffic    Survey    Committee.      This 
committee  of  22  men  from  several 
companies,  associations  and  clubs,  organized  an  advisory 
council  of  64,  in  which  21  associations  were  represented. 
Many  business  interests  gave  their  financial  support  to 
the   project   and    constructive   co-operation    was    given 


San  Francisco's  area  of  traffic 
concentration 

The  large  building  in  the  foreground  is 
the  terminal  for  the  ferries  from  the  cities 
on  the  eastern  side  of  the  bay,  like  Oakland, 
Berkeley,  etc.  The  broad  highway  leading 
from  this  terminal  is  Market  Street,  120  ft. 
wide  between  property  lines.  In  this  part 
of  Market  .Street  there  are  four  electric 
railway  tracks,  two  belonging  to  the  Munic- 
ipal Railway  and  two  to  the  Market  Street 
Railway.  This  photograph  is  copyrighted 
by  G.  E.  Russell,  San  Francisco. 


by  public  officials  and  the  press. 
Dr.  Miller  McClintock,  director  of 
the  Albert  Russel  Erskine  Bureau 
for  Street  Traffic  Research  in  Har- 
vard University,  was  engaged  to  or- 
ganize and  conduct  a  comprehensive 
engineering  survey.  Theodore  M. 
Matson  was  appointed  chief  engineer 
and  the  services  of  four  others  se- 
cured for  the  technical  stalT. 

The  conclusions  in  the  report  were 
formulated  after  a  year  of  intensive  investigation.  Since 
the  object  of  the  study  was  to  secure  maximum  fluidity  of 
traffic  by  means  of  regulatory  and  minor  physical  im- 
provements, and  hence  at  a  minimum  cost,  an  exhaustive 


1060 


June  30, 1928 


ELECTRIC  RAILWAY  JOURNAL 


1061 


survey  was  made  of  the  existing  street  facilities.  Com- 
prehensive and  detailed  recommendations  for  a  system  of 
street  traffic  control  and  proposals  for  administrative  or- 
ganization and  methods  to  meet  the  problems  of  the  future 
were  based  on  the  facts  of  street  traffic  conditions. 

Much  Traffic  Data  Collected 

The  survey  was  designed  to  include  a  study,  of  the 
principal  factors  which  affect  the  use  of  the  street.  An 
intensive  check  of  traffic  flow,  volume,  speed,  concen- 
tration, and  other  important  elements  was  first  conducted 
to  obtain  correct  conclusions  as  to  the  conditions  which 
have  led  to  congestion  and  accidents.  The  analysis  of 
the  collected  data  with  respect  to  the  economic  wastes 
and  accident  hazards  involved  in  street  traffic,  constituted 
the  second  step.  With  the  foundation  thus  established, 
there  followed  a  consideration  of  the  ways  and  means 
of  giving  relief  through  regulation  of  street  use  and 
through  minor  physical  improvements.  Lastly,  attention 
was  given  to  the  problems  of  city  administration  in  con- 
nection with  traffic  matters,  the  formulation  of  a  new 
and  comprehensive  traffic  ordinance,  and  the  require- 
ments for  a  suitable  and  effective  enforcement  of  traffic 
regulations  through  the  functioning  of  public  officials 
and  police  courts. 

Attention  was  directed  primarily  to  the  area  within 
the  corporate  limits  of  San  Francisco.  For  the  study 
two  natural  divisions  were  made  in  this  area.  First 
and  most  important  was  the  central  business  district, 
along  with  the  area  immediately  surrounding  it.  The 
second  division  included  the  remainder  of  the  city,  spe- 
cial attention  being  given  to  the  prinicpal  streets  leading 
from  the  residential  portion  of  the  city  to  the  central 
business  district. 

Recommendations  Cover  All  Phases  of  Street 
Traffic  Control 

The  report  deals  exclusively  with  the  problems  of 
traffic  control,  that  is,  the  safest  and  most  convenient 
utilization  of  existing  street  facilities  to  a  more  orderly 
movement  of  traffic.  The  recommendations  made  by  the 
survey  committee  fall  into  several  well-defined  classes : 
first,  installation  and  use  of  various  safety  and  regulatory 
devices ;  second,  enforcement  of  law  through  the  police 
department ;  third,  punishment  of  violators ;  fourth, 
administrative  organization  for  a  more 
systematic  handling  of  future  traffic 
problems;  and  fifth,  a  specific  and  bal- 
anced system  of  traffic  regulations. 

The  report  recommends  that  traffic 
direction  signs  be  erected  immediately 
to  cover  all  the  provisions  for  which 
signs  are  required  in  the  proposed  or- 
dinance, that  the  enforcement  of  sec- 
tions requiring  signs  be  dependent 
upon  their  actual  erection  and  that 
fuller  use  be  made  of  paint  markings 
for  the  indication  of  crosswalks, 
greater  visibility  of  safety  zones,  and 
more  accurate  alignment  of  traffic. 

For  the  system  of  control  designed 
for  Market  Street  it  recommends  that 
three-light  electric  signals  be  utilized, 
also  that  this  type  of  signal  be  substi- 
tuted gradually  for  existing  types  for 
general  control  of  traffic  throughout 
the  city ;  and  the  present  type  of  signal 
eventually  be  utilized  exclusively   for 


street  Cars 


200  300  400 

Thousands  of  Persons 


500 


Distribution  by  various  means  of  transport  of  1,073,963  persons 
entering  and  leaving  the  central  business  district  of  San  Fran- 
cisco on  a  typical  week  day  in  November,  1926 

pedestrian  control  requirements  on  Market  Street.  A 
complete  program  of  traffic  signal  installations  is  pro- 
posed in  the  report  and  the  order  in  which  they  should 
be  installed  is  given. 

The  report  recommends  that  the  personnel  in  the 
traffic  division  of  the  police  department  be  increased  in 
the  near  future  to  125  officers.  Inasmuch  as  special 
aptitude  and  training  are  required  for  effective  traffic 
service,  it  also  advises  that  the  personnel  for  enlargement 
and  replacement  be  drafted  from  young  men  who  are 
applicants  for  the  police  department.  A  traffic  school  is 
proposed  for  the  instruction  of  new  men,  the  main- 
tenance of  high  standards  among  the  men  already 
employed  in  the  division,  and  for  the  general  education 
of  all  police  officers  in  the  city  in  traffic  control  methods. 
Provision  should  be  made,  according  to  the  report,  for 
the  investigation  of  all  traffic  accidents  involving  serious 
personal  injury  and  for  reports  of  all  traffic  accidents 
upon  forms  as  recommended. 

A  more  systematic  enforcement  of  penalties  against 
traffic  violators  through  the  establishment  of  a  traffic 
fines  bureau,  is  suggested  as  a  substitute  for  the  present 
method  of  citation  for  appearance  at  traffic  police  head- 
quarters. Minor  violators  should  be  required  to  appear 
at  the  proposed  traffic  fines  bureau,  and  pays  penalties 
subject  to  a  schedule  of  fines  to  be  established  by  the 
judges  of  the  police  courts.     Also,  records  should  be 


Relative  vehicular  tra£Sc  load  on  principal  traflSc  arteries  of  San  Francisco,  based  on 
an  eight-hour  count,  from  8  a.m.  to  12  noon,  and  from  2  p.m.  to  6  p.m.,  September, 
October  and  November,  1926 


1062 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71.  No. 26 


street  Car 
Passengers 

Street  Cars 


Automobile 
Passengers 
Passenger 
Automobiles 

Taxicah  and  Motor 
Bus  Passengers 

Tax  I  cabs  and 
Motor  Buses 


200  300 

Thousands 

Distribution  by  various  modes  of  street  transportation  of  693,384 
passengers  and  160,674  transportation  units,  entering  and  leav- 
ing the  central  business  district  between  6  a.m.  and  8  pjn.  on  a 
typical  week  day  in  November,  1926 

kept  in  order  that  persistent  violators  may  be  classified 
and  properly  penalized. 

The  survey  recommends  that  a  division  of  street  traffic 
engineering  be  established  in  the  bureau  of  engineering 
in  the  Department  of  Public  Works,  this  division  to 
consist  of  a  traffic  engineer  and  a  technical  staff.  Its 
duties  would  be  to  study  all  traffic  accidents  and  other 
conditions  affecting  the  safe  and  orderly  use  of  the 
public  streets;  to  serve  as  the  agency  for  application  of 
the  administrative  provisions  of  the  traffic  ordinance, 
and  to  supervise  the  location,  erection  and  maintenance 
of  all  physical  control  devices  recommended  in  the  report 
and  required  by  the  ordinance.  The  specific  recom- 
mendations included  in  the  report  will  be  presented  in 
the  following  paragraphs. 

Cordon  Count  Shows  Heavy  Travel  in  Business 
District 

Many  detailed  studies  regarding  volume,  flow,  and 
other  general  characteristics  of  the  street  traffic  were 
made.  On  a  typical  day  there  was  a  total  movement  in 
eleven  hours  of  24.579  vehicles  and  l.S6,167  passengers. 
Ferry  passengers  make  up  107.905  of  the  latter  group. 

A  study  of  183  inter.sections  along  the  major  routes 
of  travel  was  made  to  determine  the  amount  of  traffic  on 
and  across  the  princi])al  arteries.  With  the  data  obtained, 
a  graphic  chart  was  designed  showing  the  relative 
vehicular  traffic  flow  on  the  principal  streets  of  the  city. 
The  concentration  of  traffic  on  certain  routes  is  clearly 
revealed  on  the  map. 

To  ascertain  the  degree  of  concentration  of  traffic 
within  the  downtown  business  district  the  survey  under- 
Type  of  Accident 


Automobile  with  Ptdestrian  ^ 
Automobile  with  Automobile 
Aufambik  mitt  Fine/  Object 
Automobile  witti  Bicycle 
Automobile  with  Streetcar 
Automobile  with  Motorcycle  \l.4'h 


Automobile  with  Other 
Vehicles 


Place  of  Accident 
M  Intersections 

Between  Intersections 

Off  Street  or  Road 


iK.IVo 


■,y„yy/,^„,,r,yy. 


^26% 


7.11, 
Z21. 


m 


i?% 


2J.«»?i 


100 


m2% 


200       300       400       500       600 
Number  of  ^cidents  • 


700       800 


Analysis  of  motor  vehicle  accidents  involving  personal  injury  in 
San  Francisco  for  the  months  of  November  and  December, 
1926,  and  January,  1927 


took,  through  the  co-operation  of  the  two  street  railways, 
a  cordon  count  of  the  central  business  district  for  a 
typical  week-day.  The  study  gives  the  amount  of  all 
types  of  traffic  movement,  whether  inbound  or  outbound, 
and  shows  not  only  the  number  of  each  type  of  vehicle 
but  also  the  number  of  persons  and  their  modes  of  trans- 
portation. 

During  the  fourteen-hour  period  from  6  a.m.  to  8  p.m. 
it  was  found  that  744,667  passengers  in  all  types  of 
vehicles  entered  or  left  the  central  business  district. 
Besides  these  were  329.296  pedestrians,  making  a  total 
nwvement  of  1,073,%3  persons.  The  total  number  of 
vehicles  was  203,641.  Of  the  total  of  1.073,963  persons, 
45.2  per  cent  used  street  cars,  30.6  per  cent  walked,  16.5 
per  cent  employed  passenger  autos,  4.6  per  cent  were 
on  motor  trucks,  2.9  per  cent  rode  in  taxicabs  or  buses 
and  0.2  per  cent  were  in  hor.se-drawn  vehicles.  Of  the 
total  of  203,641  vehicles,  60.7  ]ier  cent  were  passenger 
automobiles,  20.2  per  cent  trucks,  10.6  per  cent  street 
cars,  7.6  per  cent  taxis  and  buses  and  0.9  per  cent  horse- 
drawn  vehicles. 

On  the  assumption  that  all  who  enter  the  central  dis- 
trict leave  it  during  the  day,  its  average  daily  population 
is  indicated  to  be  536,981  persons ;  that  is  to  say,  the 
equivalent  of  about  85.5  per  cent  of  the  population  of 
the  city  proper  passes  through  the  central  business  dis- 
trict during  each  week-day,  between  the  hours  of  6  a.m. 
and  8  p.m. 

In  addition  to  the  study  of  volume  concentration  of 
traffic  in  the  central  business  district  and  vicinity,  an 
analysis  of  the  speed  of  flow  was  made.  Observations 
were  made  by  traversing  each  street  in  a  motor  car  at 
different  times  of  the  day.  The  study  reveals  that  the 
average  speed  of  vehicles  within  the  district  studied  is 
10.13  m.p.h.  It  shows  further  that  12.3  per  cent  of 
the  time  required  to  traverse  a  street  is  lost  by  actual 
stops,  and  that  the  average  running  speed,  that  is,  average 
speed  attained  while  in  motion,  ampunts  to  11.55  m.p.h. 
The  values  are  for  street  lengths  and  would  be  much 
lower  if  only  for  the  central  business  district. 

The  physical  condition  of  San  Francisco  complicates 
street  traffic  problems.  Because  the  hills  are  steep  and 
the  areas  reached  by  them  not  readily  accessible,  the 
growth  of  the  city  has  been  forced  to  concentrate  into 
the  lower  and  more  level  areas.  This  concentrates  the 
traffic  flow  to  fewer  arteries  of  travel  and  reduces  the 
available  street  area.  The  steep  street  grades  are  a  seri- 
ous accident  menace.  More  than  35  per  cent  of  the  total 
street  mileage  of  San  Francisco  is  at  grades  exceeding  5 
per  cent.  The  lack  of  .street  area  and  the  street  design 
are  other  factors  which  have  contrii)uted  to  much  traffic 
congestion   within   the   city. 

Street  Cars  Affected  by  Street  Layout 
The  unique  street  layout  of  San  Francisco,  with  a 
lack  of  arteries  paralleling  Market  Street  on  the  north 
side  and  the  peculiar  pattern  by  which  all  streets  of  the 
"western  addition"  branch  from  Market  Street  make 
acute  and  obtuse  angles,  has  produced  a  great  amount  of 
street  car  congestion  on  Market  Street.  The  concentra- 
tion of  street  cars  on  Market  Street  is  principally  due 
to  the  inherent  defects  of  the  city  plan.  Yet,  the  dujjli- 
cation  of  service  for  the  entire  length  of  the  street  by 
the  Municipal  Railway  and  the  Market  Street  Railway, 
and  the  excessive  frequency  of  service  resulting  from 
the  competition  of  these  two  systems  have  caused  a 
large  yearly  loss  to  both  railways.  They  have  also  mate- 
rially  restricted   the  growth  of   local   merchandising  in 


June  30. 1928 


ELECTRIC  RAILWAY  JOURNAL 


1063 


other  business  activities,  because  of  the  congested  area 
and  street  hazards.  Commenting  on  jitney  service  the 
report  says : 

"In  addition  to  the  excessive  rail  transportation  facil- 
ities on  Market  Street,  there  is  a  duplication  of  service 
in  jitney  operation.  Jitney  service  is  absolutely  unwar- 
ranted. They  not  only  add  to  congestion  by  loading 
and  unloading  in  the  one  traffic  lane  left  for  motor 
vehicles,  but  their  practice  is  hazardous  to  their  own 
patrons  as  well  as  to  the  patrons  of  the  rail  lines.  More- 
over, the  jitneys  operate  only  during  the  rush  hours, 
taking  the  'cream'  of  the  business  from  the  street  rail- 
ways which  furnish  the  public  with  consistent,  reliable 
service." 

Street  car  movement  was  studied  in  conjunction  with 
other  vehicular  traffic,  so  that  a  properly  balanced  system 
of  regulation  and  control  might  be  set  up.  While  it 
was  found  that  as  a  rule  regulations  which  are  really 
beneficial  to  motor  vehicle  traffic  are  equally  helpful  in 
expediting  rail  movement,  certain  intersections  demanded 
special  study  and  special  regulation  to  improve  the  traffic 
stream  as  a  whole.  In  arriving  at  the  control  measures 
outlined  for  several  important  intersections,  certain  car 
stops  were  eliminated  because  of  their  eflfect  in  prevent- 
ing reasonable  speed.  A  number  of  mid-block  crossings 
were  also  eliminated  because  they  delay  many  while 
accommodating  only  a  few.  As  a  rule,  it  was  concluded 
that  a  reduction  of  one  stop  per  mile  results  in  an  in- 
crease in  speed  of  about  6  per  cent. 

The  far-side  stop  on  the  north  side  of  Market  Street 
should  be  eliminated  at  all  points,  the  report  states.  The 
obstruction  caused  to  traffic  flow  by  these  stops  is  very 
serious.  Other  changes  recomrnended  in  car-operating 
practice  included  abolition  of  the  "dead-ending"  of 
-Street  cars  from  intersecting  streets  on  Market  Street 
and  the  standing  of  cars  there  to  maintain  a  definite 
schedule.  The  schedule  could  be  adjusted  better  at  some 
other  point  on  the  line,  if  necessary.     The  report  also 


This  practice  of  reversing  cars  on  a  turntable  on  one  of  the  side 
streets  debouching  into  Market  Street  blocks  traffic 

says  that  left-hand  turns  of  trolley  cars  into  Market 
Street  from  such  streets  as  Geary  and  Sutter  Streets  are 
the  source  of  considerable  delay  in  trolley  speed  on  Mar- 
ket Street.  Each  movement  of  this  character  intercepts 
the  flow  of  three  lines  of  street  cars  and  one  line  of 
vehicular  traffic.  Moreover,  it  prevents  the  smooth  flow 
of  traffic  at  the  intersecting  street  running  in  a  northerly 
direction.  The  situation,  however,  cannot  be  avoided 
under  the  present  operating  methods  of  rail  movement. 


Far  side  car  stops  on  the  north  side  of  Market  Street  cause  congestion,  in  the  opinion  of  the  authors  of  the  report 


1064 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.26 


The  ultimate  solution  of  this  difficulty  can  only  result 
from  a  comprehensive  plan  of  rerouting. 

Many  Accidents  Occur  at  Intersections 

An  analysis  of  motor  vehicle  accidents  in  San  Fran- 
cisco involving  personal  injuries  was  compiled  by  the 
survey,  with  individual  reports  made  by  police  officers 
for  November  and  December,  1926.  and  January,  1927. 
The  analysis  shows  that  of  973  accidents.  62.1  per  cent 
were  caused  by  automobiles  with  pedestrians  ;  26  per  cent 
automobiles  with  automobiles;  2.2  per  cent  automobiles 
with  street  cars;  3.8  per  cent  automobiles  with  fixed 
objects ;  and  5.9  per  cent  automobiles  with  vehicles  other 
than  those  listed.  A  large  majority  of  the  accidents,  74.2 
per  cent  of  the  total,  occurred  at  intersections.  Reckless 
driving  or  speeding  was  responsible  for  56.8  per  cent  of 
the  accidents  on  the  part  of  the  motorists.  Jay-walking, 
crossing  with  no  signal,  running  or  walking  into  vehicles 


devices  should  include,  among  others,  traffic  signals, 
warning  signs,  paint  marks,  visibly  marked  safety  zones 
and  cross-walks,  in  accordance  with  the  system  as 
recommended. 

The  second  article,  to  appear  next  week,  discusses  the 
pedestrian,  parking  and  traffic  control  problems,  and 
presents  a  proposed  traffic  ordinance. 


Sunday  Pass  Plan  Increases  Riding 

INSTALLATION  of  the  Sunday  pass  by  the  Gary 
Railways,  Gary,  Ind.,  has  been  received  by  the  public 
with  great  enthusiasm  and  has  caused  a  large  increase  in 
riding  and  revenue,  even  though  the  plan  has  only  been 
in  efifect  since  April  15.  The  increase  in  riding  necessi- 
tated an  increase  in  service  on  the  Valparaiso  division 
shortly  after  the  pass  was  installed.     The  former  two- 


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A  portion  of  typical  traffic  speed  study,  as  conducted  by  traffic  survey  committee 


and  automobiles  running  down  passengers  boarding  or 
alighting  from  street  cars  were  the  chief  causes  of 
pedestrian  accidents. 

The  analysis  of  accidents  served  as  the  basis  for 
numerous  recommendations.  The  report  suggests  that 
every  effort  be  made  to  encourage  the  establishment  of 
sound  community  habits  in  street  use,  that  the  simple 
traffic  ordinance  prepared  by  the  survey  lie  made  the 
textbook  for  every  motor  vehicle  driver  in  the  city  and 
that  its  provisions  be  made  known  to  all  who  use  the 
streets.  To  this  end  the  survey  recommends  that  at  all 
times  printed  copies  of  the  traffic  ordinance  be  pro- 
vided for  free  circulation  through  the  police  department, 
public  schools,  automobile  organizations,  business  clubs, 
civic  associations  and  all  other  organizations  interested 
in  traffic. 

The  survey  further  states  that  there  should  be  an 
energetic  and  continuous  educational  campaign  ba.sed 
upon  the  special  traffic  hazards  as  revealed  by  the  future 
and  constant  analysis  of  accident  records,  and  that  the 
public  officials  should  energetically  pursue  a  program 
of  protection  for  both  motorists  and  pedestrians,  through 
the  construction  and  maintenance  of  the  physical  devices 
for    traffic    protection,    direction    and    warning.      These 


hour  service  was  replaced  by  hourly  service,  and  later. 
on  April  29,  even  this  was  inadequate  and  an  extra  car 
had  to  be  added. 

On  the  Saturday  preceding  the  Sunday  the  pass  went 
into  effect,  a  cold  rain  fell  all  afternoon  and  evening,  and 
Sunday  was  cold  and  windy,  considerably  dampening  the 
company's  hopes  of  a  successful  opening  day.  Despite 
the  adverse  conditions,  1,388  passes  were  sold  and  a  total 
of  34,528  riders  were  carried  for  the  day,  an  increase  of 
almost  3,000  passengers  over  the  average  for  the  three 
previous  Sundays. 

On  A]3ril  22,  the  second  Sunday,  the  weather  again 
was  unfavorable,  but  1,638  passes  were  sold,  an  increase 
of  250  over  the  first  Sunday  and  an  increase  in  ])assengers 
carried  of  nearly  3,300  over  the  average  Sunday. 

On  the  third  Sunday,  the  weather  was  more  favorable, 
and  1 ,989  were  sold.  This  figure  represented  an  increase 
of  351  over  the  previous  Sunday  and  601  over  the  first 
Sunday  the  ])as.ses  were  sold.  There  were  36,525  pas- 
sengers carried  on  this  day,  an  increase  of  nearly  5,000 
over  the  average  Sunday. 

With  the  coming  of  more  pleasant  weather,  the  com- 
pany is  looking  forward  to  a  large  increase  in  both  riding 
and  revenue  as  a  result  of  the  Sunday  pass. 


An  oval  practice  track  with  stops,  signals,  switches  and  grades  is  used.     Bus  drivers  practice  on 
the  macadam  road  shown  in  the  center 


Milwaukee  Builds  Practice  Track 
and  Road  for  Instruction 


Half-mile  car  track,  macadam  bus  road, 
and  specially  equipped  building  expand 
training  facilities  of  T.M.E.R.&L.  Company 


FOR  outdoor  training  of  transportation  employees 
a  half-mile  oval  practice  track  and  a  tarvia  macadam 
bus  road  have  recently  been  constructed  by  the 
Milwaukee  Electric  Railway  &  Light  Company.  These, 
in  conjunction  with  a  transportation  training  building 
equipped  with  class  rooms  and  an  abundance  of  street 
railway,  interurban  and  bus  apparatus,  enlarge  mate- 
rially the  scope  of  the  courses  which  can  be  offered  the 
railway  and  bus  rnen.  The  same  building  also  has  facil- 
ities to  improve  the  organized  trade  training  given  to  car 
repairmen. 

During  1927  instruction  was  given  to  114  conductors, 
147  motormen  and  370  one-man  operators  iri  the  build- 
ing and  on  the  training  track  and  bus  road. 

The  housing  of  training  facilities  in  a  building  de- 
signed especially  for  them  makes  it  possible  now  to  offer 
optional  courses  to  the  railway  men  in  electrical  equip- 
ment, air-brake  equipment,  car  repairing,  and  special 
courses  in  English,  arithmetic  and  other  subjects.  These 
all  supplement  the  regular  training  given  to  jirepare  them 
for  the  job  of  conductor,  motorman,  one-man  operator, 
bus  operator  or  repairman.  Supervisors,  instructors 
and  division  superintendents,  in  addition  to  the  rank  and 
file  of  railway  and  bus  personnel,  are  taking  advantage  of 
these  opportunities  for  self-improvement. 


The  transportation  training  is  given  in  a  two-story 
brick  building  erected  for  the  purpose  adjacent  to  the 
Fond  Du  Lac  station,  the  company's  largest  carhouse 
and  storage  yard.  One  class  room  on  the  second  floor 
is  especially  equipped  for  the  use  of  lantern  slides, 
opaque  projections  and  motion  pictures.  Special  car 
equipment  may  be  mounted  for  testing  and  demonstra- 
tion work.  A  second  class  room  is  used  largely  for  con- 
ductor training,  and  for  the  conductor  part  of  one- 
man  training.  This  class  room  has  large  bulletin 
boards  where  the  schedules,  transfers,  accident  and  car 
condition  reports,  and  other  forms  in  use  are  posted. 
Instruction  in  the  mechanical  manipulation  necessary  for 
the  conductor's  job  is  afforded  by  an  arrangement  of 
sockets  countersunk  in  the  floor  which  permit  setting  up 
the  forms  of  standard  railing  that  inclose  the  conductor's 
position  in  the  various  types  of  Milwaukee  street  cars. 
The  third  class  room  is  used  for  training  motormen  and 
one-man  operators  in  the  motorman's  part  of  their  duties. 
This  room  is  equipped  with  a  row  of  controllers  for  giv- 
ing starting  and  notching  practice.  Another  room  is 
used  for  instruction  of  the  rolling  stock  maintenance 
men.  The  fifth  class  room  is  devoted  to  training  bus 
operators,  both  from  the  transportation  department  and 
from  the  Wisconsin   Motor   Bus   Lines.     For  optional 


1065 


1066 


ELECTRIC  RAILWAY  JOURNAL 


Vol.7\,No.26 


Set-up  o{  Jntcrurban  air  brake  equipment.  The  demonstration 
board  at  the  right  duplicates  graphically  the  interlocking 
action  of  valves  in  air  lines 


Several  of  these  boards  are  used  to  show  action  of  equipment  and 
procedure  in  trouble  hunting.  In  the  background  are  cuta- 
way demonstration  bus  motors,  clutch  and  transmission 
mechanisms 

work,  any  class  room  is  used  which  is  not  in  use  at  the 
time  for  some  other  purpose. 

Besides  the  five  class  rooms,  the  to]')  floor  includes  a 
storeroom,  an  interview  or  examination  room,  a  private 
office  and  a  general  office.  The  general  office  is  not  only 
a  space  for  instructor's  work,  but  has  complete  records 
of  the  men  trained,  material  for  the  .several  courses,  etc. 

The  ground  floor  of  the  building  is  given  up  entirely 
to  apparatus,  to  be  used  for  laboratory  instruction.  On 
it  there  is  installed  a  variety  of  railway  equipment  ar- 
ranged to  show  the  operating  principles  of  the  cars  on 
the  road. 

Bus  equipment  includes  a  White  poppet-valve  motor, 
with  cut  away  sections  for  illustrating  motor  principles, 


■'/^/)'  ^/t'  Training  \ 

■  Csia/twa/l!  finish) 


/'Solid  fence 


"TocusTTf" 


The  oval  practice  track,  exclusive  of  spurs  to  the  neighboring 
Fond  Du  Lac  car  yard  and  into  the  training  building,  is  1,997 
ft.  long.  The  bus  road  runs  from  end  to  end,  vehicles  com- 
pleting their  circuit  through  streets  along  the  training  field 


This  60-ft.  track  pit  is  so  constructed  that  either  a  street  car 
or  a  bus  can  be  run  over  it 


next  to  which  is  mounted  a  Knight  sleeve-valve  motor, 
coupled  with  clutch  and  transmission,  all  having  sections 
cut  away  to  permit  study  of  the  mechanism. 

Along  one  wall  the  air-brake  equipment  found  on  the 
rapid  transit  cars  is  mounted  so  that  all  of  the  troubles 
which  happen  out  on  the  road  may  be  demonstrated. 
Details  of  this  arrangement  of  air-brake  e([uipment  are 
shown  in  an  accompanying  illustration.  Near  this  equip- 
ment is  a  demonstration  blackboard  which  shows  by 
means  of  a  .schematic  diagram  the  operating  principles  of 
interurban  air  brakes.  Another  piece  of  cniuipment  is  a 
double  demonstration  panel  having  a  K-3.S  controller  on 
one  side  and  a  K-6  controller  on  the  other.  These  boards 
demonstrate  graphically  the  principles  of  operation  of 
the  electrical  equipment  of  most  of  the  types  of  cars 
used  in  Milwaukee.  Another  board  shows  the  hook-up 
of  electrical  equipment  on  the  ra]>id  transit  cars,  and 
another  one  the  operation  of  the  air  brakes  on  all  one- 
man  cars. 

A  work  bench,  near  a  window,  is  used  in  the  training 
of  maintenance  or  repair  men  in  details  of  soldering, 
chiseling  and  other  bench  work.  In  the  center  of  the 
room  is  a  shortened  electric  car.  on  which  all  of  the 
equipment  of  a  modern  safety  car  is  to  be  mounted, 
cxi)osed  to  full  view,  for  study  by  both  the  repairmen 
and  trainmen.  A  well-lighted  track  pit  extends  the  full 
length  of  the  north  side  of  the  building  and  is  connected 
by  a  concreted  spur  outside  to  the  training  track.  This 
pit  is  built  so  that  both  street  cars  and  buses  may  be 
driven  over  it.  The  indoor  section  of  track  is  used  in 
the  training  of  maintenance  men  and  car  repairmen  in  the 
main  uses  of  the  various  parts  of  the  car  truck.  \  com- 
plete truck  with  gears  exposed  assists  in  this  instruction. 

Training  Track  Carkfully  Detailed 

The  outdoor  training  track  is  more  than  i  mile  in  cir- 
cumference, and  completely  incloses  a  plot  of  ground 
two  blocks  long  and  nearly  a  block  wicle.  Five  street 
cars  can  be  run  around  this  track  with  sufficient  head- 
way to  allow  for  the  instruction  of  the  platform  men 
in  all  phases  of  their  work.  Regular  stops  Ix^aring  street 
designations  are  di.stributed  around  the  track,  and  the 
student  is  taught  to  stop  at  standard  places  and  call 
streets  in  a  standard  way.  The  track  is  so  located  that 
these  regular  stops  are  made  on  level  ground   and  on 


June  30. 1928 


ELECTRIC  RAILWAY  JOURNAL 


1067 


grades.      On    each    tri])    around    the 

track,  the  student  operator  must  open 

and    close    an    electric    switch,    pass 

throuf^'h  a  set  of  Nachod  signals  and 

run   under  a  trolley   circuit   l)reaker. 

The  s])ur  lietvveen  the  training  track 

and  the  training  building  is  concreted. 

On  this  75-ft.  stretch  of  track,  a  car 

is    derailed    as   part   of    the   training 

])ractice.     Every  new  man  must  learn 

how  to  use  the  car  reraik>r. 

Illumination    for   night   practice   is 

supplied   by   twelve   200-watt   lamps 

equipi^ed  with  white  enamel  reflectors 

and  mounted  at  equal  intervals  on  the 

trolley  ])oles  which  parallel  the  track. 
The  track  has  two  grades,  a  short 

one  of  approximately  4  ]ier  cent  and  a 

longer  grade  of  6  per  cent.     As  part 

of  the  operator's  training  he  has  to 

make  emergency  stops  on  the  steeper 

grade  after  the  track  has  been  greased 

to  simulate  conditions  during  inclem- 
ent weather. 

.\  training  road  for  bus  instruction 

is    ])artially    completed.      The    road 

l)isects    the   training  .track   inclosure. 

extending   the   full    length   of    the   field    with   access   to 

streets  at  opposite  ends  of  the  training  ground.     The 

road  is  being  designed  to  give  bus  operators  special  traiin- 
ing   in   backing   and    turning  around,   double   clutching, 

,-ivoiding  skidding,   and   in   maneuvers   which   cannot   be 

carried  out  on  a  public  street  without  interference  to 
traffic.  .X  section  of  this  road  consists  of  a  40-ft.  pave- 
ment 150  ft.  long,  with  a  5  per  cent  grade,  the  section 
being  heavily  cemented. 

The  instruction  is  tied  in  with  the  operating  depart- 
ment through  the  supervisor  of  training,  who  reports 
both  to  the  superintendent  of  transportation  and  to  the 
(.ducational  director.  There  is  no  direct  connection  with 
the  medical  department,  although  all  men  must  have  a 
doctor's  certificate  before  they  can  start  training.  Special 
men  are  given  examinations  at  the  request  of  the  training 
division.  During  1927  the  ajiproximate  average  cost 
of  training  per  man  trained  was  $100.  This  included 
instructors'  salaries  and  students'  jjay  while  in  training. 
The  importance  of  learning  to  do  things  in  a  standard 
way  is  the  first  subject  handled  in  the  training  course. 
One  standard  way  of  operating  a  car  to  get  good  results 
is  taught,  and  the  motormen  are  told  that  this  is  the  only 
method  to  use,  even  though  they  will  probably  find  older 
men  on  the  system  using  diflferent  methods.  The  next 
classroom  subject  is  the  controller.  Practice  on  notching 
to  sto])  on  every  notch,  to  use  proper  feeding  speed,  and 
to  res])ond  (|uickly  to  signals  is  given.  Controller 
troubles  are  discus.sed  and  their  repair  demonstrated. 
The  air  brake  is  next  discuss''d  with  c'assroom  ])ractice 
on  o])erating  the  air  valve.  The  re,st  of  the  first  day  is 
spent  on  the  outdoor  track,  ])racticing  the  proper  notch- 
ing of  the  controller  and  the  use  of  air  brakes  on  a 
regular  street  car.  The  functioning  of  Nachod  signals  is 
demonstrated  on  the  track  and  also  by  means  of 
parallel  switching  circuits  located  within  the  laboratory 
at  a  point  where,  through  a  window  overlooking  the 
track,  the  action  of  the  signals  can  be  observed. 

Effort  is  made  to  get  the  man  thoroughly  familiar  with 
the  de])artment  organization,  the  duties  of  sujiervisors, 
instructors,  clerks  and  division  superintendents.    A  great 


This  two  story  brick  building,  housing  the  offices,  classrooms,  and  special  training 
equipment,  was  opened  last  October 


deal  of  time  is  spent  in  discussing  the  rules  of  the  road. 
Safety  is  strongly  emphasized.  The  necessity  of  constant 
attention  to  changing  conditions  of  street  traffic  is  thor- 
oughly impressed  on  the  railway  man's  mind.  Various 
dangerous  situations  are  discussed  in  the  hope  that  the 
new  man  will  recognize  when  danger  imi)ends  witliout 
needing  the  actual  experience  of  an  accident. 

Under  the  supervision  of  an  instructor  each  new 
motorman  spends  three  days  on  the  practice  track,  put- 
ting into  effect  the  ])rinciples  which  have  been  demon- 
strated in  the  class  room.  Ab(nit  three  hours  of  these 
first  three  days  are  spent  in  teaching  the  man  the  location 
of  all  parts  of  the  car  with  which  he  must  become 
familiar. 

One  of  the  first  things  the  conductor  is  taught  is  the 
use  of  standard  practice  in  handling  his  job.  This  is  not 
only  true  in  the  mechanical  methods  of  doing  his  work 
but  in  the  metho<l  of  announcing  streets  and  in  the  use 
of  standard  expressions.  The  mechanics  of  making 
change,  .selling  tickets,  and  handling  transfers  are  ex- 
plained. Signals  are  taught,  with  emphasis  on  safety 
as  well  as  in  connection  with  helping  the  motorman  to 
speed  u])  the  schedule.  One-man  (jjjerators  are  given  a 
combination  of  motorman  and  conductor  training 
courses.  Platform  instructors  are  trainmen  who  have 
regular  runs  but  are  specially  trained.  When  they  have 
a  student  for  road  instruction  they  are  given  a  (lay-off 
run  so  that  practice  may  be  had  on  all  runs. 


And  ISow — 

An  Experimental,  American- 
Type  Car  in  Europe 

For  details,  see  next  week's  issue 


Car  Shop  and  Garage 

Is  of  Latest  Design 

Building  erected  by  Hamilton  Street  Railway  provides 
excellent  working  conditions  for  employees  and  allows 
maximum  efficiency  in  performance  of  maintenance  duties 


By  C.  J.  Porter 

Construction  Engineer  Hamilton  Street  Railway 
Hamilton,  Ont.,  Canada 


The  size  of  the  new  building  can  be  seen  in  this  view,  which  also  shows  the  old  inspection  barn  and  a  section  of  the  storage  yard. 

Note  the  many  windows  in  the  walls  of  the  new  building 


FOR  some  time  the  old  car  shop  and  inspection 
barn,  on  account  of  unfavorable  location,  lack  of 
room  and  dearth  of  modern  equipment,  failed  to 
afford  adequate  facilities  for  the  maintenance  and  repair 
work  of  the  rolling  stock  of  the  Hamilton  Street  Rail- 
way, Hamilton,  Ont.,  Canada,  and  the  interurban  railway 
owned  by  the  Dominion  Power  &  Transmission  Com-- 
pany,  the  parent  company.  The  inauguration  of  bus 
service  made  the  situation  more  acute  becau.se  the  com- 
pany owned  no  building  of  suitable  design  or  location 
to  serve  as  a  bus  garage.  The  foregoing  considerations 
in  conjunction  with  the  agreement  with  the  city  of 
Hamilton,  made  at  the  time  a  new  franchise  more  favor- 
able to  the  company  was  secured,  resulted  in  the  decision 
to  undertake  the  construction  of  a  modern  car  shop  and 
bus  garage. 

Excavation  work  began  for  the  building  on  Aug.  20, 
1927.  On  March  1,  1928,  a  few  days  more  than  six 
months  later,  the  new  building  was  occupied  and  oper- 
ating in  large  part.  In  addition  to  the  building,  the  . 
construction  program  included  five  new  storage  tracks 
and  a  sixth  track  to  enter  the  car  shop. ' 

The  building  is  a  one-story,  fireproof  structure,  covers 
an  area  of  85,600  sq.ft.,  or  1.%  acres,  and  has  a  total 
floor  area  of  109.921  sq.ft.  It  includes  four  main  sec- 
tions, the  offices  and  headquarters  for  employees,  a  gen- 
eral storeroom,  a  bus  garage  and  a  car  shop.  In  de- 
signing the  building  and  selecting  the  equipment,  care 


was  taken  to  provide  for  the  comfort  and  efificiency  of 
employees.  Adequate  heating  facilities,  good  lighting 
and  ventilation,  sanitary  conditions  of  the  best  and  ma- 
chines to  do  the  heavy  work  were  factors  not  overlooked. 
The  plan  also  included  adequate  means  of  efficiently 
handling  materials  and  equipment,  and  of  routing  work 
through  the  various  departments. 

Building  Located  Advantageously 

Careful  consideration  was  given  the  location  of  the 
new  building.  The  requirements  were  that  it  should  be 
as  central  as  possible  with  respect  to  the  various  street 
car  and  bus  routes  to  eliminate  dead  mileage  of  rolling 
stock  to  and  from  route  starting  points,  that  if  possible 
it  should  be  located  on  property  already  owned  by  the 
company,  that  it  should  be  so  connected  with  the  existing 
storage  yard  and  street  railway  system  that  it  would 
afford  maximum  facility  for  movement  of  cars,  and  that 
it  should  require  the  minimum  modification  of  existing 
storage  yard  trackage.  The  requirements  were  all  met 
by  locating  the  building  as  shown  on  the  accompanying 
drawing.  Certain  properties  were  acquired  and  con- 
solidated with  the  plot  already  owned  by  the  company. 
Buses  have  access  to  two  streets,  Went  worth  and  Night- 
ingale, while  track  connections  are  made  on  two  other 
streets,  Wilson  and  King.  The  tracks  on  Wilson  Street, 
in  turn,  provide  connection  over  track  on  Sanford 
Avenue  to  the  belt  lines  at  Barton  and  King  Streets,  and 


1068 


June  30, 1928 


ELECTRIC  RAILWAY  JOURNAL 


1069 


View  of  the  pit  room  and  the  craneway.     At  the  lett  ot  the  crane  are  the  armature  repair  and  machine  shops, 
and  to  the  rear  of  these  shops  is  the  general  storeroom 


with  the  Hamilton  Radial  Electric  Railway  at  the  corner 
of  Sanford  Avenue  and  Wilson  Street.  The  storage 
yard  connections  with  the  belt  line  on  King  Street  remain 
as  before. 

The  building  is  385  ft.  6  in.  long,  and  250  ft.  wide 
at  the  widest  part,  narrowing  to  157  ft.  at  the  smallest 
width.  Its  total  floor  area  of  109,921  sq.ft.  is  divided 
as  indicated  in  Table  I.  The  four  main  sections  are  the 
offices,  completely  equipped  for  the  car  shop  superin- 
tendent, the  general  construction  superintendent  and  their 
staflFs,  and  quarters  including  locker  rooms  and  toilets 
for  the  shop  and  construction  employees ;  a  general  store- 
room where  all  shop  and  construction  materials  for  the 
Dominion  Power  &  Transmission  Company  in  Hamilton 
are  stored;  a  bus  garage  where  all  city  and  interurban 
buses  and  service  trucks  will  be  repaired,  serviced, 
cleaned  and  stored,  and  the  car  shops  where  city  and 
interurban  cars  will  be  repaired  or  rebuilt.  The  car  shop 
section  includes  a  machine  shop,  armature  repair  shop, 
forge  shop,  pit  room,  paint  shop,  carpenter  shop  and  a 
transfer  table  which  serves  the  four  latter  subdivisions. 

All  foundations  are  of  concrete,  reinforced  with  steel 
where  necessary.  All  exterior  walls  are  faced  with 
pressed  brick  laid  in  dark  mortar.  The  building  trim 
along  Wentworth  Street  is  of  cut  stone,  while  that  of 
the  remainder  is  of  artificial  stone.  The  inside  face  of 
the  exterior  wall  and  all  interior  walls  are  of  high-grade 
building  brick,  painted.  An  outstanding  feature  of  the 
exterior  walls  is  that  40.5  per  cent  of  their  entire  area 
is  for  windows.  The  windows  are  of  factory  ribbed 
glass,  set  in  ventilated  steel  sash.  All  inside  walls  with 
the  exception  of  those  in  the  offices  are  painted  white 
with  a  dado  of  pearl  gray  4  ft.  from  the  floor.  The 
partition  walls  of  the  offices  are  of  gypsum  slab  con- 
struction, plastered  and  painted  in  a  buff  shade  and 
trimmed  in  chestnut.  The  building's  interior  has  a  very 
bright  and  pleasant  appearance. 

The  floors  in  the  bus  garage,  inspection  and  repair 


pits,  paint  shop,  basement  and  employees'  quarters  are 
of  concrete  treated  with  a  hardener.  The  floors  of  the 
general  storeroom,  machine  shop,  armature  repair  shop, 
pit  room  and  carpenter  shop  are  of  creosoted  wood 
blocks,  laid  grain  on  end  on  a  concrete  slab  to  which  the 
blocks  are  bonded  by  paving  tar.  The  wood  block  floors 
resist  wear,  are  easily  cleaned  and  do  not  become  slip- 
pery and  hazardous  for  the  workmen.  The  forge  shop 
floor  and  the  transfer  table  runway  are  of  cinder  fill  on 
earth.  The  rails  for  the  transfer  table,  however,  are 
laid   in  a  substantial  concrete  bed. 

The  building's  main  supports  are  steel  columns  of 
H  section,  while  the  roof  is  carried  on  trusses  of  struc- 
tural steel.  Close  to  550  tons  of  structural  steel  were 
required  for  the  entire  building.  The  roof  is  of  rein- 
forced gypsum  slab,  laid  on  steel  purlins  and  covered 
with  three  layers  of  roofing  laid  in  hot  tar.  The  great 
number  of  skylights  in  the  roof  is  another  feature  of 
the  building.  With  a  total  area  of  10,720  sq.ft.,  they 
permit  a  wealth  of  light  to  enter.  They  are  of  ribbed 
wired  glass  fitted  into  and  held  by  formed  members  of 
solid  copper  sheet.  All  flashing  and  entrance  heads  to 
downspouts  are  also  of  solid  copper. 

Unit  heaters  with  motor-driven  fans  are  placed  in 
suitable  locations  throughout  the  building.  Steam  for 
the  heaters  is  furnished  through  a  main  from  a  central 
heating  plant,  consisting  of  two  200-hp.,  Kewanee-type 
boilers  and  located  in  the  inspection  barn.  A  coal  pit 
was  constructed  under  a  track  just  outside  of  the  boiler 
room.  Coal  in  carload  lots  is  brought  in  bottom  dumping 
cars  and  emptied  into  the  pit,  from  where  it  is  trans- 
ported by  wheelbarrow  into  the  boiler  room. 

Power  and  lighting  are  supplied  through  transformers 
located  in  a  vault  under  the  employees'  washroom.  All 
wiring  is  in  metal  conduit  with  the  exception  of  feeder 
mains  strung  open  through  the  trusses.  Switch  panels 
for  the  many  lighting  circuits  are  provided  at  convenient 
points.    Lighting  units  consist  of  1 10- volt  lamps  mounted 


1070 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No. 26 


Hightingols  S+reeA:   ^^^^.^ 


X 


Gaso//ne 
storage 

E-iom 

gallon 
■hunks 


xg 


Bus  and  truck 
garage 
Sas  filling  skrtions 
f^""' 


E  h!  Washing 


h— <  roi 


fice 
room 


•eucs. 


'Ramp      l-i^c-' 
'Driveway     5  ^"^  *'  S 


Moncroii, 


Work  apdrf pair  room 


~  General  construcHon  anof 
maintenance  crews'room 


Machin^anc/armcrture";  ; 
j    repair'shop       K 


Forge  shop 

Uoine  '-Monorail  with  i-p-ton 

-Shop  emplqyees'     electric  hoists 
wash  room 


Shop  superintendent^ 


'rhnsfruction 
superintendent 
Plan  of  Mezzanine  Floor 


The  many  units  of  the  building  are 
arranged  to  provide  the  utmost  in, 
efficiency  in  handling  cars,  buses 
and  materials 


in  standard  dome  reflectors.  The  intensities  of  illumina- 
tion provided  for  the  various  departments  are  listed  in 
Table  II. 

Offices  Are  Spacious 

The  offices  are  lo.cated  on  a  mezzanine  floor  above  the 
employees'  quarters.  _  The  shop  superintendent  has  an 
office  at  one  end  of  the  suite  with  a  window  overlooking 
the  shop,  while  the  construction  superintendent  has  an 
office  at  the  opposite  end.  The  large  intervening  office, 
which  has  an  area  of  900  sq.ft.,  is  for  the  staffs  of  the 


TABLE  I— FXX)OR  AREAS  OF  THE  BUIUDING'S 
SEVERAL,  SECTIONS 
Section  Sq.Ft. 
Carpenter   shop.    Including  repair  pits,    main   floor,   base- 
ment and  mezzanine    jy  520 

Paint  shop  and  .storeroom    4'410 

Transfer   runway    \\ h'bso 

Machine  shop,   including  repair  pits.  ...'.'.'.'. 28'070 

Storeroom      8410 

Garage,  Including  repair  pits ...'.'.'.'.'.'. 36'o26 

Offices  :;::;:::; :  sisas 

Total  floor  area   109~9^ 


TABLE  II— INTENSITIES   OF   ILLUMINATION   FOR  THE 
VARIOUS  DEPARTMENTS 

Department                                               Foot  Candles 

Storeroom        

Machine   shop 12 

Forge  shop   ', jn 

Carpenter  shop 1 2 

Paint  shop    \\\ j2 

Bus   garage    ...'.'. g 

Garage    workroom .  .  .  14 

Ofllc:;s     \\ j2 


two  departments.  On  the  main  floor  is  an  office  for  the 
stock  clerk  in  charge  of  the  storeroom. 

The  offices  and  storeroom  were  made  larger  than 
necessary  for  the  car  shops  alone,  so  that  the  stafTs  oE 
the  Dominion  Power  &  Transmission  Company  caring 
for  rolling  stock,  track  work  and  line  construction  could 
be  concentrated  at  one  point. 

Quarters  for  shop  employees  and  general  construction 
crews  are  commodious  and  comfortable,  with  well- 
appointed  locker  and  wa.sh  rooms,  toilets  and  an  assembly 
room.  These  are  located  underneath  the  offices  in  the 
section  of  the  building  facing  Wentworth  Street.  They 
can  be  entered  from  the  shop  or  from  the  outside. 

The  storeroom,  with  an  area  of  8,410  sq.ft.,  is  used 
for  materials  for  both  the  car  shop  and  the  line  con- 
struction work.  A  5-ton.  motor-operated,  overhead  crane 
serves  4,000  sq.ft.  of  its  floor  area.  The  crane  is  used 
to  unload  incoming  materials  and  equipment  entering 
by  trucks  through  the  Wentworth  Street  entrance,  or  by 
carload  over  the  transfer  table  and  a  track  in  the  pit 
room.  The  crane  also  covers  6,000  sq.ft.  in  the  machine 
shop,  serving  lathes,  wheel  presses,  heavy  drills  and  other 
machinery.  That  portion  of  the  storeroom  not  served 
by  the  crane  is  occupied  by  steel  shelving  of  latest  design, 
in  which  a  myriad  of  materials  are  stored. 

Transfer  Table  Is  Important  Unit 

The  transfer  table,  capable  of  carrying  a  load  of  60 
tons,  is  one  of  the  most  important  units  in  the  entire 
shop.  It  operates  between  the  ends  of  the  machine  shop 
tracks  at  one  end  of  the  building  and  those  of  the  paint 
and  carpenter  shops  at  the  other  end.  It  also  serves  the 
bus  garage  through  a  door  at  the  end  of  the  runway. 

The  machine  and  armature  repair  shops  including  the 
pit  room  occupy  an  area  of  28,070  sq.ft.  The  machine 
shop  proper  is  equipped  with  every  type  of  machine 
needed  for  efficient  work.  The  machines  doing  heavy 
work  are  located  in  the  craneway,  so  that  heavy  pieces 
may  be  lifted  to  and  from  them  with  the  crane.  Ma- 
chines doing  work  of  a  lighter  nature  are  placed  in  the 
reinaining  section  of  the  shop.  Materials  for  this  section 
are  handled  by  an  overhead  monorail  system  with  two 
electric  hoists  of  2-ton  capacity.  Jib  cranes  with  hoists 
are  provided  also  at  convenient  locations.  Lists  of  the 
more  important  items  of  equipment  for  the  machine  shop 
and  armature  shop  are  given  in  Tables  III  and  IV. 

In  the  pit  room  there  are  seven  tracks  with  pits  and 
an  eighth  for  storage  of  wheels.  All  repair  pits  are 
open,  allowing  easy  access  from  one  to  another,  and 
providing  room  to  lay  aside  tools  or  parts  removed  from 
trucks.  The  rail  heads  are  4  ft.  10  in.  above  the  pit  floor, 
giving  good  head  room  for  working  on  car  trucks.  Light- 
ing units  are  placed  in  the  sides  of  all  pits  and  project 
light  upward. 

Two  repair  pits  are  equipped  with  wheel  pits  with 
removable  sections  of  rail.  Three  pits  have  motor-driven 
car  hoists,  each  capable  of  raising  the  entire  body  of  the 
heaviest  car  from  its  trucks. 

The  heating  and  drainage  facilities  of  the  pit  are  of 
particular  interest.  Three  unit  heaters  are  located  below 
the  main  floor  slab.  The  warm  air,  driven  along  the 
pit  by  the  heater  fan,  in  rising  from  the  pit,  comes  in 
contact  with  the  undergear  of  cars  and  is  extremely  effec- 
tive in  the  removal  of  ice  and  snow  in  winter.  Good 
drainage  of  pit  floors  has  been  effected  by  crowning 
them  a  little  and  placing  drainage  openings  between  them. 
This  insures  good  drainage  of  the  floor  for  the  workmen 
and  ease  of  cleaning. 


Imiic  30,  1928 


ELECTRIC  RAILWAY  JOURNAL 


1071 


The  forge  shop,  in  one  of  the  cor- 
ners of  the  building,  is  convenient  to 
])oth  the  machine  shop  and  the  pit 
room.  Car  trucks  may  be  rolled  into 
the  shop  for  repairs  on  an  extension 
of  one  of  the  pit  tracks.  A  jib  crane 
operating  through  360  deg.  and 
equipped  with  a  2-ton  electric  hoist 
handles  heavy  parts  in  the  shop.  An 
exhaust  fan  creates  a  draft  over  the 
forge  fires  and  carries  away  all  fumes 
and  smoke.  In  Table  V  the  equip- 
ment of  the  forge  shop  is  listed. 

Body  rebuilding  and  repair  work 
for  cars  and  buses  is  done  in  a  large. 
well-e((ui]ii)ed  carpenter  shop.  Three 
tracks,  each  with  a  pit,  accommodate 
six  cars  of  any  length  now  in  use  on 
the  system.  Each  pit  extends  the  full 
length  of  the  longest  car,  allowing 
minor  work  to  be  done  to  the  under- 
bodies.  A  car-straightener  made  of 
structural  steel  buttresses  which  hinge 
into  slots  in  the  floor  is  a  useful  de- 
vice of  this  equipment.  Cars  that  are 
bowed  or  twisted  are  readily  brought 
back  into  line  with  these  buttresses, 
beams  and  jacks.  The  principal 
pieces  of  equipment  in  the  carpenter 
shop  are  listed  in  Table.  VI. 

The  millroom  section  of  the  car- 
penter shop  is  adjacent  to  the  section 
in  which  the  tracks  are  located.  Be- 
low the  shop  floor  is  a  basement 
with  a  floor  area  of  2,050  sq.ft.,  provid- 
ing ample  and  convenient  storage.  A 
lumber  chute  and  stairway  communi- 
cate with  this  basement.  Upholstering 
work  is  performed  on  a  mezzanine  floor  which  extends 
over  a  section  of  the  carpenter  shop  and  paint  storage 
room,  as  shown  at  the  bottom  of  the  plan  on  page  1070. 

Between  the  carpenter  shop  and  the  bus  garage  is  the 
paint  shop,  with  a  floor  area  of  4,410  sq.ft.  It  has  two 
tracks  which  will  accommodate  four  of  the  longest  cars. 
The  shop  has  excellent  lighting  and  ventilation.  It  is 
provided  with  an  exhaust  system  to  change  the  air  fre- 
quently and  remove  paint  and  varnish  particles  suspended 
in  the- air  when  spray  equipment  is  used.  Tubular  posts 
with  arms  which  may  be  moved  vertically  on  the  posts 
support  platforms   for  the  workmen. 

Garage  Designed  for  Efficiency 
IN  Caring  for  Buses 

In  addition  to  ample  office  and  work  room,  the  bus 
garage  with  its  floor  area  of  36,026  sq.ft.  has  space  for 
storing  45  buses  and  trucks.  Two  doors  on  the  Went- 
worth  Street  side  are  for  entrance,  while  a  door  at  the 
extreme  end  of  the  garage,  and  another  to  a  lane  adjacent 
to  the  west  side  of  the  building,  provide  exits  to  Night- 
ingale Street.  The  garage  was  designed  for  rapid  and 
efficient  care  of  the  buses.  Wash  racks  and  a  specially 
drained  wash  floor  are  just  inside  the  entrance  door,  so 
that  buses  can  be  cleaned  just  as  they  are  brought  in 
from  their  various  routes.  Warm  water  to  temper  the 
cold  water  and  to  assist  in  the  removal  of  ice  and  snow  in 
winter  is  supplied  from  a  2,000-gal.  storage  tank.  After 
being  washed  the  buses  are  serviced  with  gasoline,  oil  and 


A//  tracks  exis+mg  prior  fo building 

of  new  car  sh:,3S  shown  j-hus 

All  new  -tracks  i-hus 


General  plan  of  the  present  terminal  showing  the  convenient  location  of  the  new 
building  with  respect  to  the  storage  yard  and  the  adjacent  streets.  The  new  tracks 
are  shown  by  solid  lines 


grease,  as  required,  and  the  tires  are  tested  and  inflated 
at  convenient  air  hose  connections.  If  any  repairs  or 
adjustments  of  a  major  nature  are  required   a  bus  is 


TABLiE  III— MACHINE  SHOP  EQUIPMENT,  IN  PART 


One  heavy-duty  wheel  lathe  with 

18-ft.  bed. 
One  heavy-duty  general  purpose 

lathe. 
One  intermediate  lathe. 
One  small  lathe. 
One  large  drill. 
One  intermediate  drill. 
Two  small  drills. 


One  shaper. 

One  bolt  machine. 

One  power-driven  hacksaw. 

One     cylinder     grinder     tor    air 

compressor      and      automobile 

engine  cylinders. 
Three  motor-driven  car  hoists. 
One  horizontal  wheel  press. 
One  cleaning  and  rinsing  tank. 


TABLE  IV- 


-ARMATURE  REPAIR  SHOP  EQUIPMENT, 
IN  PART 


One  commutator  slotting  device. 
One  commutator  turning  lathe. 
One  30-ton  vertical  forcing  press. 
One  armature  banding  machine. 


One  coil  taping  machine. 
Two  coil  winding  machines. 
One  armature  baking  oven. 


TABLE  V — FORGE  SHOP  EQUIPMENT 


One  jib  crane  with  2-ton  electric 

hoist. 
One    600-lb.    air-operated    power 

hammer. 


Four  forges  with  down  draft. 
One      combination      punch     and 

shear. 
One  babbitt  melting  gas  furnace. 


TABLE  VI — CARPENTER  SHOP  EQUIPMENT,  IN  PART 


One  circular  saw. 

One  planer. 

One  jointer. 

One  lightning  cut-o!t  saw. 

One  table  saw. 

One  band  saw. 


One  Radial-arm  sander. 

One  disk  sander. 

One  wood-turning  lathe. 

One  mortiser. 

One  tenoning  machine. 


1072 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71.  No. 26 


View  of  the  bus  garage  looking  toward  the  storage  end.     At  the  left  of  the  doorway  may  be  seen  the  ventilation  hood  and  above  the 
hood,  the  steel  roof  truss  construction.     Buses  arc  serviced  and  repaired  in  the  rear  section  of  the  garage 


driven  over  one  of  the  two  repair  pits.  After  servicing, 
the  buses  are  placed  in  a  storage  section  of  the  garage. 

Gasoline  is  stored  in  two  10,000-gal.  underground 
tanks  remote  from  the  building,  and  is  forced  through 
underground  pipe  to  the  filling  stations,  two  of  which  are 
located  at  the  Wentworth  Street  entrance.  Water  pres- 
sure obtained  by  a  small  water  tank  located  in  the  peak 
of  the  carpenter  shop  forces  the  gasoline  through  the 
pipe.  Nozzle  valves  of  the  filling  station  are  opened 
by  pressing  a  trigger  and  permit  a  flow  of  20  gal.  per 
minute. 

The  unit  heaters  of  the  bus  garage  are  so  arranged 
that  they  may  recirculate  the  air  of  the  room  or  draw 
fresh  air  from  outdoors.  When  drawing  fresh  air  from 
outdoors  a  slight  air  pressure  is  created  in  the  garage 
which  effectively  expels  the  fumes. 

Inspection  Barn  Used  for  Car  Washing  and 
Minor  Repairs 

The  car  inspection  barn,  built  some  years  ago,  is  to 
be  used  for  greasing,  oiling,  renewal  of  brakeshoes  and 
the  detection  of  faults.  The  minor  repairs  will  be  made 
here,  while  others,  such  as  the  replacement  of  a  dam- 


aged motor,  imperfect  wheels,  etc.,  will  be  made  in  the 
new  shop.  Car  washing  is  done  also  in  the  old  building, 
where  ample  track  space  is  available  and  where  proper 
washing  racks  are  being  installed  for  the  purpose.  Each 
car  in  service  is  washed  once  a  week. 

Track  additions  include  two  storage  tracks  extending 
half  the  length  of  the  yard,  three  extending  practically 
its  full  length  and  one  passing  through  the  new  building 
to  serve  the  transfer  table.  A  separate  track  was  laid 
from  the  one  extending  through  the  building  to  join  the 
Wilson  Street  track,  and  a  wye  was  constructed  in 
Nightingale  Street.  Two  single-track  curves  were  made 
at  the  corner  of  Wilson  Street  and  Sanford  Avenue, 
and  a  double-track  curve  at  the  corner  of  King  Street 
and  Sanford  Avenue. 

The  general  layout  of  the  building  and  the  arrange- 
ment of  equipment  were  planned  by  the  engineering 
department  of  the  Dominion  Power  &  Transmission 
Company  of  Hamilton,  while  the  design  and  working  out 
of  building  construction  details  were  done  by  the  firm 
of  B.  H.  &  F.  Prack,  architects  and  engineers.  Most  of 
the  construction  work  was  done  by  local  contractors  and 
the  company's  own  construction  forces. 


Another  view  of  the  pit  room,  looking  toward  the  carpenter  shop  a  nd  the  two  closed  doors  of  the  paint  shop. 
The  transfer  table  can  be  seen  at  the  left  of  its  runway 


June  30,  1928 


ELECTRIC  RAILWAY  JOURNAL 


1073 


South  American  Cities  Have 
Fine  Railway  Service 

Lines  are  heavily  patronized  and  prove  profitable. 

Considerable  pleasure  riding  is  done  in  some 

of  the  cities  near  the  equator 

By  Arthur  Floyd 
Victoria,  B.  C,  Canada 

ELECTRIC  railways  in  the  various  cities  of  the  South 
American  repubHcs  are  uniformly  good.  Starting 
with  the  largest  city  of  South  America,  Buenos  Aires, 
the  wonderful  capital  of  Argentina,  we  find  electric  trac- 
tion well  established,  with  frequent  services  to  all  parts 
of  the  city  and  suburbs.  Zone  fares  obtain  in  all  the 
Latin-American  cities,  as  in  many  cities  in  Europe.  The 
lowest  fare  is  the  equivalent  of  2  cents. 


An  Anglo-American  company  operates  the  service. 
Most  of  the  cars  are  of  the  English  type,  as  the  American 
car  would  be  too  long  for  the  narrow  streets. 

Turning  to  the  west  coast,  we  find  Valparaiso,  fore- 
most seaport  in  Chile,  a  city  with  a  topography  strik- 
ingly similar  to  San  Francisco,  with  steep  hills  in  all 
parts  of  the  town.  Many  of  the  cars  here  are  of  the 
double-deck  type,  as  used  in  Great  Britain.  The  seats 
inside  are  for  first-class  passengers  and  the  outside  for 
those  paying  for  second-class  seats.  Many  amusing 
scenes  are  witnessed  with  American  and  English  visitors, 
who  invariably  seek  the  outside  seats,  both  for  the  fresher 
air  and  the  possibility  of  seeing  the  town  to  better  a^lvan- 
tage.  The  natives  stare  at  the  Anglo-Saxons,  well  dressed 
and  seemingly  prosperous,  sitting  outside  with  the  hoi- 
polloi,  not  knowing  that  their  fellow  passengers  paid  the 
higher  fare  and  preferred  to  sit  on  top  to  view  the  sights. 

A  picturesque  feature  on  the  Valparaiso  electric  rail- 
ways is  the  woman  conductor,  who  wears  a  rather  jaunty 


Open  cars  are  the  rule  in  Rio  de  Janeiro,  owing  to  the  tropical  climate 


British  and  Grerman  companies  share  the  franchises 
to  run  cars  in  Buenos  Aires.  The  cars  are  of  European 
design  and  of  rather  small  size. 

In  addition  to  the  surface  lines,  a  British  company  has 
built  an  excellent  subway  system.  The  cars  on  this  line 
are  modern  and  of  an  approved  type.'  A  feature  is  the 
embellishment  of  the  stations,  the  names  being  strikingly 
prominent  in  mosaic  lettering.  The  trains  emerge  from 
the  subway  about  3  miles  from  the  city  and  continue  on 
the  surface  to  the  more  distant  terminals.  The  Argentine 
Central  Railway  also  is  electrically  equipped  for  suburban 
service  for  a  distance  of  30  miles.  The  third  rail  system 
is  used.    This  line  is  well  patronized. 

Montevideo,  the  charming  capital  of  the  Republic  of 
Uruguay,  can  also  lay  claim  to  a  fine  electric  railway 
system.  This  city,  one  of  the  most  Spanish  of  all  the 
Latin-American  towns,  has  a  large  amount  of  track. 
In  spite  of  extremely  narrow  streets,  the  cars  render 
service  to  every  part  of  the  city.  They  seem  almost  to 
touch  the  houses  in  passing  around  corners.  The  lines 
which  run  to  Pocitos  and  Ramirez,  two  fasionable  sea- 
side resorts  a  few  miles  from  Montevideo,  do  an  enor- 
mous business. 


hat  not  unlike  a  waterproof  derby.  These  Amazons 
perform  their  work  expertly  and  climb  up  and  down  the 
winding  staircases  of  the  cars  with  facility.  How  they 
manage  when  encountering  belligerent  males  is  hard 
to  say,  although  it  must  be  admitted  that  when  the 
Chilean  goes  on  the  warpath  he  is  one  boisterous  hombre. 
Perhaps  the  native  Chilean  gallantry  asserts  itself  in 
such  case  and  no  harm  is  done. 

Sao  Paulo,  I^razil,  one  of  the  amazingly  modern  and 
prosperous  cities  of  South  America's  largest  republic, 
possesses  an  excellent  traction  system,  in  common  with 
the  other  places  mentioned.  This  city,  with  a  population 
of  well  over  400,000,  is  the  great  cofifee  center  of  the 
rich  province  of  Minas  Geraes.  The  tracks  radiate  from 
one  of  the  central  plazas  to  all  parts  of  the  city. 

There  are  many  beautiful  trips  to  be  had  in  Sao 
Paulo,  not  the  least  interesting  being  the  ride  out  to  the 
famous  snake  farm  at  Busanc;on.  This  snake  farm  is 
maintained  by  the  Brazilian  Government  for  the  purpose 
of  studying  at  close  range  the  various  poisonous  snakes 
with  which  interior  Brazil  abounds.  The  cars  are  mod- 
ern and  neatly  finished  in  cream  and  black  and  are  of  the 
European  type.     Trafific  is  exceedingly  profitable,  if  one 


1074 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  N 0.26 


Rio  and  Sao  Paulo,  two  large  and  beautiful  cities  in  Brazil,  possess  excellent  tramway  systems.     A  plaza  in  Rio  intersected  by  car  lines 
is  shown  at  the  right.     The  Sao  Paulo  view  shows  the  Automobile  Club  in  the  background 


can  judge  by  the  full  loads  carried  at  all  times  of  the  day. 

All  of  the  cars  in  this  city,  even  the  small  ones,  carry 
both  motorman  and  conductor.  Indeed,  the  writer  never 
once  came  across  a  one-man  car  in  the  whole  of  the 
South  American  continent.  Evidently  there  is  not  the 
stress  of  competition  down  there  that  there  is  in  North 
America.  One  reason  probably  is  in  the  fact  that  few 
mechanics  .'there  can  afford  to  own  an  automobile.  The 
joy  rides  of  the  masses  are  taken  on  the  street  cars. 

Last,  but  not  least,  we  come  to  the  beautiful  city  of 
Rio  de  Janeiro,  by  many  considered  the  world's  most 
scenically  grand  city.  Here  is  the  finest  street  car  serv- 
ice in  the  southern  hemisphere.  There  is  a  i^gular 
electric,  railway  terminus  on  the  Avenida  Central,  ii^  the 
heart  y|.|he  city,  from  which  point  the  system  radiates 
to  all  pwts  of  the  city  and  distant  suburbs. 

In  nQigty  in  the  world  are  there  so  many.  Scenic  trips 
to  be  eBj|?ed  as  in  Rio  de  Janeiro.  The  difj  skirt  the 
wonderil|fcharbor,  world  famous  for  its  Micautv,  and 
reach  out%  tha^ovely  seaside  resolts  th  1  near 

the  city.  A  p^icularly  charming  ride  lau.  .  ,:.i  visitor 
along  the  Beira  Mar,  a  crescent-shaped  drive  along  the 
coast.  This  road  is  likened  to  the  famous  Corniche 
Road  in  the  south  of  France,  in  the  Riviera  district. 
Another  wonderful  journey  by  electri'i  car  is  to  the  little 
suburb  of  Santa  Theresa,  over  canyons  and  crossing  a 
fine  old  bridge  built  in  the  time  of  Oolti  Pedro,  last 
emperor  of  Brazil. 

The  management  of  the  car  company  in'  Rio  makes 
special  provision  for  tourists,  and  this  cla.ss  of  travel 
proves  highly  profitable.  One  trip  of  note  is  to  the 
Corcavado,  a  high  prominence  overlooking  the  sea,  with 
an  elevation  of  nearly  3,000  ft.  The  trip  is  through 
luxurious  tropical  foliage,  with  wonderful  vistas  on  all 
sides.  At  the  top  of  the  Corcavado  there  is  a  public 
restaurant  and  beer  garden,  where  visitors  can  refresh 
themselves  before  returning  to  the  city. 

The  cars  in  Rio  are  well  maintained  and  have  center 
entrances.  Owing  to  the  tropical  latitude  of  Rio  there 
is  no  necessity  for  windows  in  the  cars,  and  here  lies 
one  of  the  chief  magnets  for  drawing  customers.  It  is 
the  regular  thing  on  the  part  of  the  Rio  populace  to  take 
trips  around  the  town  and  along  the  sea  front  to  escape 
the  humid  atmosphere,  which  at  times  is  quite  oppressive. 
A  ride  in  an  open  car  on  one  of  the  magnificent  avenues 
of  Rio  on  a  hot  night  is  a  real  joy,  and  in  affording  this 


relief  to  the  citizens  the  street  car  company  is  a  bene- 
factor to  the  city.  A  Canadian  corporation  controls  the 
destinies  of  the  Rio  de  Janeiro  Electric  Railway,  which 
is  a  profitable  concern. 

Altogether  South  America  can  be  proud  of  its  electric 
traction  systems,  and  it  can  be  noted  there  is  not  the 
competition  that  similar  systems  have  to  contend  with 
in  North  .'Kmerica.  In  fact,  extensions  are  being  made 
quite  generally,  but  especially  in  Brazil. 

The  Readers^  Forum 

More  on  Car  Heating  Costs 

(;,Chicago  Surface  Lines 
^'  Chicago,  III.,  June  21.  1928.  , 

Tfi^l^e  Editor  :• 

Jtjjie'^ffecreflincies  between  the  conclusions  reached  in 
myltferent  leflfer  to  you  on  Mr.  Baumgarten's  article.^- 
garding  "Heating  Costs"  and  his  reply  to  him  seem  to 
arise  from  a  difference  in  interpretation  and  viewpoint. 
To  attem])t  to  reconcile  the  various  points  of  difference 
would  result  merely  in  an  extended  controversy. 

The  point  which  I  wished  to  emphasize,  and  which 
Mr.  Baumgarten  also  brings  out  in  his  reply,  is  that  each 
installation  must  be  considered  on  its  own  merits,  and  the 
savings  realized  will  be  determined  by  conditions  peculiar 
to  the  application.  We  realize  that  very  different  condi- 
tions obtain  on  a  large  property  from  those  encountered 
on  a  smaller  one,  such  as  the  required  capacity  and  dis- 
tribution of  substations,  and  the  corresponding  distribu- 
tion of  peaks  which  tends  to  reduce  the  power  plant 
demand  or  required  capacity,  resulting  in  a  much  better 
load  factor. 

We  feel  sure,  however,  of  our  figures  and  deductions 
presented  as  applying  to  our  property  and  conditions. 
Our  calculations  have  taken  into  account  demand  charges 
such  as  we  obtain,  and  include  only  such  other  items  as 
seem  properly  chargeable  to  the  particular  type  of  heating 
considered,  but  do  not  include  those  which  should  be 
common  to  all  forms  of  heating.  In  like  manner,  the 
savings  take  into  consideration  the  availability  of  heat 
when  needed,  and  loss  when  generated  though  not 
required.  W.  C.  Wheeler. 

Engineer  of  Equipment. 


June  30,  1928 


ELECTRIC  RAILWAY  JOURNAL 


1075 


Maintenance  Methods  «»</ Devices 


3^^ 


Fireproof  Lacquer  Spray 
Room 

By  J.  W.  Weir 

Assistant    to    General    Superintendent    of 
Maintenance  Kansas  City  Public  Serv- 
ice   Company,    Kansas    City,    Mo. 

USE  OF  sprayed  lacquer  as  a 
maintenance  item  in  the  10th 
and  Lister  shops  of  the  Kansas  City 
Public  Service  Company  has  increased 
rapidly  in  recent  years.  A  part  of  the 
overhaul  program  for  cars  of  this 
company  calls  for  lacquering  of 
numerous  car  parts  such  as  w^indow 
guards,  seat  cushions,  seat  frames, 
stanchions,  window  frames,  etc. 

In  order  to  handle  this  class  of 
work  without  incurring  a  fire  or 
explosion  hazard  and  in  conformity 
with  the  requirements  of  the  State 
Inspection  Bureau,  the  spray  paint- 
ing equipment  has  been  isolated  from 
the  remainder  of  the  paint  shop. 

The  accompanying  diagram  gives 
a  general  idea  of  the  arrangement  of 
the  lacquer  spray  booth.  It  is  located 
in  the  paint  mixing  room  and  is  con- 
structed entirely  of  sheet  steel  rein- 
forced with  angles.  The  sash  is  metal 
with  two-wire  glass.  The  booth  is 
ventilated  by  an  indirect  type  of 
blower  fan  and  air  ducts  which  will 
completely  change  the  air  in  the  booth 
every  two  minutes.     The  room  will 


be  illuminated  with  marine  type 
vapor-proof  lamps. 

Access  to  the  booth  is  through  a 
large  fire  door  constructed  under  the 
specifications  of  a  class  A  fire  door, 
which  was  made  large  enough  to 
permit  the  hauling  of  material  into 
the  booth  on  electric-driven  industrial 
trucks. 

Fire  protection  will  consist  of  three 
open  sprinkler  heads  of  the  wet  type, 
two  mounted  within  the  booth  and 
one  in  the  exhaust  air  duct.  There 
will  be  five  sprinkler  heads  on  the 
same  system  in  the  mixing  room. 


Brush-Holder  Tension 
Measuring  Device 

FOLLOWING  an  overhaul  in  the 
electrical  department  of  the  Coney 
Island  shops  of  the  Brooklyn-Man- 
hattan Transit  Lines,  it  is  the  practice 
to  adjust  and  measure  the  brush- 
holder  spring  tension  in  order  to  in- 
sure uniformity  and  accuracy.  For 
this  work  a  device  has  been  developed. 
The  brush-holder  is  clamped  in  posi- 
tion, a  spring  clip  attached  to  the 
brush  pressure  lever  and  the  pressure 
read  on  a  spring  balance  as  the  ten- 
sion is  raised  by  a  lever  arm.  A  link 
connects  the  clip  attached  to  the  brush 
pressure  arm  to  the  spring  balance. 


■  2  Spray  boofh 


MiKing  room 


,G 


Floor  Plan 


Side  Elevation 


This  lacquer  spray  booth  in  the  paint  shops  of  the  Kansas  City  Public  Service  Company 
is  of  fireproof  construction  and  contains  latest  equipment  for  handling  this  type  of  work 


Testing  brush-holder  spring  tension  by  a 
special  device  in  the  shops  of  the  Brook- 
lyn-Manhattan Transit  Lines 


and  the  top  of  the  balance  is  fastened 
to  the  inside  end  of  the  lever,  as 
shown  in  the  illustration. 

The  apparatus  is  mounted  as  a  unit 
on  a  plate  20xl2x:|^  in.  This  is 
fastened  firmly  to  the  work  bench, 
the  plate  being  raised  slightly  from 
the  bench  by  bushings.  The  frame- 
work for  clamping  the  brush-holder 
in  position  and  supporting  the  spring 
balance  is  constructed  of  |-in.  pipe  in 
the  form  of  a  rectangle.  The  front, 
and  rear  longitudinal  pipves  carry 
straps  to  which  are  riveted  rec- 
tangular pieces  that  support  the 
clamping  mechanism.  The  straps  on 
the  front  and  rear  pipes  slide  for  ad- 
justment, but  when  in  position  to  fit 
a  particular  type  of  brush-holder 
they  are  held  firmly  by  cotter  pins. 

Each  of  the  two  longitudinal  cross- 
members  carries  a  nut  for  the  hand 
screws  used  in  clamping  the  brush- 
holders.  These  nuts  are  also  ar- 
ranged to  slide  back  and  forth  to 
provide  proper  adjustment.  The 
screws  are  provided  with  a  small  hand 
wheel  at  the  top  and  a  swivel  end  at 
the  bottom  which  rests  on  the  brush- 
holder  frame.  The  adjustable  clamp- 
ing device  thus  provided  will  clamp 
different  types  of  brush-holders  se- 
curely in  position  in  a  moment's  time. 

The  two  upright  pipes  at  the  front 
carry  a  crossarm  on  which  is  mounted 
a  lever  on  a  sliding  sleeve  to  support 
the  spring  balance.  The  front  end 
of    the   lever   has   a   wooden   handle 


1076 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No. 26 


while  the  back  end  has  a  link  to  hold 
the  spring  balance. 

The  lower  end  of  the  spring  bal- 
ance is  fitted  with  a  ring  and  a  spring 
clip  so  as  to  attach  quickly  to  the 
brush-holder   lever   arm.      After   at- 


taching it  to  the  brush-holder  arm 
the  operator  pulls  down  on  the  from 
end  of  the  lever  which  raises  the 
spring  balance  and  the  brush-holdei 
lever  arm.  The  tension  can  then  be 
read  on  the  spring  balance. 


How  Worn  Carbons  or  Brush^holder 
Boxes  Affect  the  Neutral  Position 


By  John  S.  Dean 

Westinghousc  Electric  &  Manufacturing 
Company,  East  Pittsburgh,  Pa. 


PRACTICALLY  all  railway  op- 
erators appreciate  the  importance 
of  setting  brush-holders  on  the  neu- 
tral position,  which  on  nearly  all 
standard  railway  motors  is  in  line 
with  the  centers  of  the  poles.  This 
location  is  determined  by  the  throw 
of  the  leads  on  the  armature  coils, 
which  as  a  rule  is  equally  spaced 
around  the  center  line  of  the  coil. 
There  are  some  few  machines  made 
where  for  special  design  reasons  the 
leads  are  unequally  spaced.  On  these 
the  brush-holders  do  not  line  up  op- 
posite the  center  lines  of  the  poles. 

In  the  mechanical  design  of  railway 
motors,  the  method  of  clamping  the 
brush-holders  to  the  frame  is  such 
that  when  properly  adjusted  they  are 
drawn  up  securely  into  the  correct 
neutral  position.  This  is  especially 
true  with  the  more  modern  motors 
using  the  construction  commonly 
known  as  the  insulated  pin  type. 

With  the  brush-holders  properly 
adjusted  on  the  neutral  position,  car- 
bons that  are  badly  worn  on  the  side 
will  shift  the  neutral  position  ahead 
on  the  motor,  as  shown  in  the  accom- 
panying illustration.  With  the  modern 
ventilated  motor  the  carbon  brushes 
are  subjected  to  excessive  side  wear 
due  to  the  dust  and  dirt  which  are 
drawn  through  the  motor.  Before 
the  brushes  are  allowed  to  wear  VV 
in.  as  a  permissible  maximum  they 
should  be  replaced,  as  the  shifting  of 
the  neutral  to  a  forward  position 
tends  to  produce  sparking  and  poor 
commutation. 

Besides  shifting  of  the  neutral  due 
to  the  side  wear  on  carbons,  badly- 
worn  brush-holder  carbon  boxes  also 
affect  the  neutral  position.  This  is  also 
shown  in  the  illustration,  from  which 
it  will  be  seen  that  this  also  tends  to 
shift  the  neutral  position  ahead,  which 
will  cause  the  motor  to  spark  and  com- 
mutate  poorly.  It  is  important  to 
maintain  the  carbon  box  inside  di- 
mensions quite  close  to  the  original 
gage  limits.     The  maximum  permis- 


A  worn  carbon  in 
anew  brush  holo/fr 


A  new  carbon  in 
a  worn  brush  holder 


The  above  shows  a  worn  carbon  in  a  new 
brush-holder  on  the  left,  and  a  new  car- 
bon in  a  worn  brush-holder  on  the  right. 
Both  affect  the  neutral  position 

sible    limit    of    wear    on    the    brush- 
holder  box  should  not  exceed  3*5  in. 

Either  one  of  the  conditions  men- 
tioned has  a  detrimental  effect  on 
the  commutation,  while  a  combination 
of  both,  which  is  quite   frequent  in 

^2^ IB'' 


service,  tends  to  shift  the  neutral 
ahead  to  such  an  extent  that  the 
commutator  sparks  badly,  frequently 
flashing  from  brush  to  brush  and 
occasionally  jumping  to  ground,  caus- 
ing the  motor  to  blow.  In  addition, 
this  poor  commutation  causes  rapid 
wear,  both  of  the  commutator  surface 
and  the  carbon  brushes.  From  an 
economic  point  of  view  these  defects 
justify  correction.  This  can  be  ac- 
complished readily  by  systematic  in- 
spection and  better  maintenance  of 
these  parts. 

Book  Type  Gasket  Rack* 

By  Charles  Herms 

General  Foreman  San  Diego  Electric 

Railway,  San  Diego,  Cat. 

GASKETS  for  bus  engines  are 
usually  large  and  so  require  con- 
siderable storage  space  if  each  type 
is  kept  separate.  If  they  are  kept  in 
piles  damage  is  sure  to  occur,  espe- 
cially to  some  of  the  paper  and  cork 
types.  For  convenient  storage  which 
will  take  little  room  a  gasket  rack  has 
been  constructed  in  the  shop  of  the 
San  Diego  Electric  Railway.  This 
takes  care  of  all  the  gaskets  in  gen- 
eral use  on  the  system.  The  rack  oc- 
cupies a  wall  space  of  12x40  in.,  and 
if  the  gaskets  which  it  accommodates 
were  to  be  spread  out  on  a  flat  wall, 

*Submitted  in  Electric  Railway  Jour- 
nal Price  Contest. 


Type  of  gasket  rack  used  in  the  garage  of  the  San  Diego  Electric  Railway 


June  30, 1928 


ELECTRIC  RAILWAY  JOURNAL 


1077 


the  space  required  would  be  36x96  in. 
The  rack  is  made  in  book  form  with 
four  panel  wings.  Any  desired  num- 
ber of  hooks  may  be  fastened  to  each 
side  of  a  panel,  and  of  course  any 
number  of  wings  may  be  used,  de- 
pending on  the  number  of  gaskets 
stored. 

A  label  is  placed  over  each  hook  to 


show  the  particular  type  of  gasket  to 
be  carried  on  it.  Hardwood  dowel 
pins  glued  in  place  prevent  wings 
from  touching  each  other  and  causing 
the  gaskets  from  the  opposite  wing 
to  be  caught  on  the  hooks  of  another 
wing.  End  hooks  are  provided  to 
hold  the  wings  together  and  eliminate 
flapping  at  random. 


New  Equipment  Available 


Roller  Journal  Bearing 

DESIGNED  to  meet  the  demand 
for  a  journal  bearing  that  re- 
quires no  weekly  or  monthly  inspec- 
tion, the  improved  Melcher  roller 
journal  bearing  has  been  produced  by 
the  Railway  Motors  Corporation,  De 


A  Melcher  roller  journal  bearing  assembly 
which  is  Hyatt  equipped 

H  fi'Max. 


6~4^  length 
of  axle 


•^SSf  cfocjournah" 


Cross-section  of  the  type  K  Hix6  Melcher 
roller  journal  for  electric  railway  use 


Pere,  Wis.  This  journal  bearing  in- 
terchanges with  all  A.R.A.  standard 
equipment  and  is  Hyatt  equipped.  It 
utilizes  standard  axles,  is  quickly  and 
easily  installed,  and  every  part  is  ac- 
cessible for  inspection  without  re- 
moval from  the  truck. 

This  journal  includes  both  radial 
and  thrust  bearings,  neither  of  which 
reduces  the  efficiency  of  the  other, 
and  lateral  adjustment  is  easily  made. 
The  center  member  is  reversible  and 
is  made  of  R.M.C.  alloy  noted  for  its 
wear-resisting  qualities.  The  pedestal 
guides  and  equalizer  seats  are  heat- 
treated  and  hardened  and  the  finished 
surfaces  are  ground  accurately  to  the 
size  required. 

The  lubricating  system  constantly 
washes  and  cleanses  the  roller  path 
of  any  foreign  matter,  thus  increas- 


ing the  life  of  the  bearing.  It  cir- 
culates and  filters  from  15  to  30 
drops  of  oil  per  minute  under  all  tem- 
peratures. The  normal  operating 
temperature  is  only  10  deg.  above  at- 
mosphere, and  inspection  or  lubrica- 
tion is  only  necessary  every  100,000 
miles.  These  bearings  have  been  in 
operation  for  a  considerable  time  on 
steam  railways  and  a  number  of  ap- 
plications are  now  in  operation  on 
electric  equipment. 


Device  For  Testing  Meters 
and  Instruments 

TEST  blocks  and  plugs  for  mak- 
ing connections  when  testing 
meters,  instruments  and  relays,  have 
been  developed  by  the  General  Elec- 
tric Company,  Schenectady,  N.  Y. 
The  new  line  will  be  designated  by 
the  type  number  PK. 

The  blocks  are  essentially  four-pole 
and  six-pole  jacks,  provided  with 
covers  having  internal  plug  contacts 
which  make  connection  when  the  plug 
is  in  place.  The  four-pole  and  six- 
pole  blocks  have  various  combinations 
of  auxiliary  contacts  which  auto- 
matically   short-circuit    the    current 


transformer  when  the  cover  is  re- 
moved. Thus  a  block  and  cover  are 
equivalent  to  a  double-throw  test 
switch. 

Both  test  plugs  are  provided  with 
studs  and  links  and  may  be  connected 
])ermanently  to  the  testing  equipment 
for  any  of  the  various  test  methods 
in  use.  Routine  testing  may  be  ac- 
complished simply  by  removing  the 
cover  and  substituting  the  properly 
connected  test  plug.  Normal  connec- 
tions are  restored  by  replacing  the 
cover. 


Improved  Portable  Grinder 

FOR  grinding,  sanding  and  polish- 
ing the  Buckeye  Portable  Tool 
Company,  Dayton,  Ohio,  has  just  an- 
nounced the  Hercules  air  tool.  The 
rotary  principle  is  used,  compressed 
air    acting    against    movable    blades. 


Air-operated  tool — at  top,  sander; 
below,  grinder 


This  is  claimed  to  eliminate  much  of 
the  vibration  hitherto  associated  with 
air  tools. 

The  only  wearing  parts  of  the  new 
tool  are  the  small  blades  in  the  rotor. 
For  lubrication,  grease  is  injected  into 
the  tool  at  one  point  and  reappears  at 
an  outlet  at  the  other  end. 


Four  Pole  Block  with 
SInqle  Pole  Plug 


Relay  Block 


Six  Pole  Test  Plug 


Four  Pole  BlocKwith 
Test  Plug 


^*    ^ 


Four  Pole  BlocK 
with  Cover 


Six  Pole  Block 
with  Cover 


Four  and  six-pole  relay  blocks  showing  spring  jacks  and  plugs,  and  the  arrangement  of 
links  and  studs  for  making  various  connections 


1078 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No. 26 


Steam  Railroad— Automotive  Conference 
at  A.R.A,  Meeting 


the  weight  of  rail  cars  can  be  reduced 
and  said  that  a  30  to  40-passenger  rail 
car  capable  of  operation  at  speeds  of 
from  45  to  60  m.p.h.  can  be  produced. 
Representatives     of    various     railroads 

MEMBERS  of  the  Motor  Trans-  the  automobile  industry  has  at  times  operating  rail  cars  participated  in  the 
port  Division  of  the  American  opposed  specific  regfulatory  bills,  it  is  discussion  and  outlined  some  of  the  op- 
Railway  Association  and  representatives  not  opposed  to  the  principle  of  regula-  crating  problems  of  branch  line  service 
of  the  National  Automobile  Chamber  of    tion  of  common  carrier  highway  vehi-     which  determine  the  type  of  automotive 

cles. 

C.  S.  Sale,  president  American  Car  & 
Foundry  Motors  Corporation,  suggested 
the  need  for  uniformity  of  regulation  re- 
garding the  dimensions  of  buses.  He 
recommended  that  a  uniform  maximum 


Commerce,  the  American  Automobile 
Association,  the  Society  of  Automotive 
Engineers,  and  the  Railway  Supply 
Manufacturers'  Association,  participated . 
in  a  general  conference  on  June  23  at 
Atlantic   City,   on   the  occasion  of  the 


rail  equipment  demanded  by  the  rail- 
roads. Although  the  advantages  of  a 
more  frequent  service  which  can  be 
given  with  small  light  rail  vehicles  were 
emphasized,  the  trend  of  thought  among 
railroad     representatives     was     toward 


first   annual   meeting  of  the   newly-or-     width  of  96  in.  be  advocated  throughout     larger    units    capable    of    handling    the 


ganized  Motor  Transport  Division  of 
the  A.R.A. 

Sessions  of  the  Motor  Transport  Divi- 
sion during  the  preceding  two  days 
were  open  only  to  railroad  representa- 
tives, but  the  final  session  was  thrown 
open  for  general  discussion  of  problems 
of  mutual  interest  to  railroad  and  auto- 
motive transportation  men.  The  ques- 
tion of  interstate  regulation  of  highway 
carriers,  both  passenger  and  freight,  to- 
gether with  that  of  automotive  rail  car 
design  occupied  most  of  the  attention 
during  the  meeting.  In  a  preliminary 
statement  A.  P.  Russell,  chairman,  ex- 
plained that  the  Mptor  Transport  Divi- 
sion was  anxious  to  .Qo-operate  with 
others  interested  in  the  solution  of  prob- 
lems incident  to  the  development  of 
highway  transportation,  and  suggested 
that  the  question  of  the  regulation  of 
interstate  vehicles  was  of  paramount  im- 
portance. He  called  upon  A.  J.  Bros- 
seau,  vice-president  of  the  National 
Automobile  Chamber  of  Commerce,  to 
voice  the  views  of  that  body  regarding 
interstate  regulation. 

Mr.  Brosseau  .said  that  the  difficulty 
in  arriving  at  a  satisfactory  regulatory 
law  is  that  of  finding  a  common  ground 
of  thought.  He  suggested  that  one  of 
the  difficulties  in  the  past  has  been  that 
the  policy  ^»f  the  several  interested 
groups  hay^peen  formulated  by  lawyers 
instead  of  pfectical  operating  men.  He 
said  that  the  automobile  industry  lias 
on  several  occasions  given  evidence  *pf 
its  interest  and  desire  to  co-operate  in 
finding  a  proper  basis  for  regulation, 
and  called  attention  to  the  statement 
which  he  had  made  at  the  hearirgs  held 
by  the  Interstate  Commerce  Commis- 
sion, expressing  the  views  of  the 
N.A. C.C.  This  statement,  in  brief,  held 
that  only  a  certificate  of  convenience 
and   necessity,   together   with    adequate 


the  country.     Speaking  on  the  question 
of  rail   car  design,  he  maintained  that 


wide  variations  in  traffic  encountered  on 
branch  lines. 


Paris  Adopts  New  System  of  Fare 
Collection* 

Offers  16  2/3  per  cent  reduction  in  rates  to  passengers  who  purchase 

coupon  tickets  in  advance.    Eighty-five  per  cent  of 

passengers  use  the  new  system 

By  Andre  Mariage 
Chairman  of  the  Board  of  the  S.T.C.R.P.  (Paris  Surface  Lines  and  Bus  .System) 


FARES  in  Paris  are  based  on  the 
zone  system,  with  a  higher  charge 
for  the  first  zone  than  for  each  suc- 
ceeding zone.  There  is  also  a  differ- 
ence in  charge  between  first-class  and 
second-class  passengers,  and  these  fares 
are    still    further   modified    by    reduced 


^'  t— 


JM 


W 


JM 


to 


:  =  II 


□ami] 
Toujil 


JM 


¥ 


ED^ 


Reproduction  of  cancelled  coupon.  Th.it 
at  the  left  is  for  a  first-class  fare  cover- 
ing one  section,  that  at  the  right  for  a 
sfcond-class  fare  covering  two  sections 


assurance  of  liability  responsibility,  is  round-trip  workingmen's  tickets,  re- 
needed  to  •  insure  healthy  development  duced  rates  for  cripple  war  veterans, 
of    interstate    highway    transportation,     and  double   rates  charged  during  cer- 


Regulatory  legislation  covering  trucks 
was  opposed  on  the  ground  that  these 
vehicles  in  most  instances  are  not  oper- 
ated as  common  carriers.  Mr.  Bros- 
seau was  hopeful  that  a  fair  and  reason- 
able solution  of  the  bus  regulation  prob- 
lem can  be  found,  and  said  that  although 


tain  hours  of  the  night. 

*Abstract  of  communication  presented  nt 
the  biennial  meeting  of  the  Union  Interna- 
tionale de  Tramways,  de  Chemins  de  fer 
d'lnt^ret  Local  et  de  Transports  Publics 
Aufnmnhiles,  held  in  Rome.  Italy,  May 
6-12,  1928. 


The  practice  has  been  to  give  each 
passenger  paying  fare  a  ticket  or  fare 
receipt,  indicating  the  ride  to  which  he 
is  entitled  and  the  fare  paid.  This  has 
meant  that  the  conductor  has  had  to 
carry  a  large  number  of  each  kind  of 
ticket.  This  he  has  usually  done  on  a 
board  which  he  has  carried  with  him. 
On  certain  long  lines  where  a  board 
to  carry  all  of  these  tickets  would  be 
unwieldy,  the  conductor  has  been  sup- 
plied with  two  such  boards,  one  to  use, 
say,  during  ordinary  hours  and  the 
other  during  the  hours  in  which  work- 
men's tickets  are  sold.  As  he  has  to 
issue  the  right  ticket  to  each  passenger, 
mark  it  with  a  pencil  to  indicate  the 
zone  and  often  make  change  he  has  a 
great  deal  to  do.  In  an  effort  to  reduce 
the  work  of  making  change,  the  com- 
pany tried  the  plan  of  issuing  fare 
tokens  at  their  cash  value,  but  as  few 
passengers  purchased  them,  no  great 
saving  in  time  resulted. 

New  system  of  fare  collection 

The  principle  by  which  these  fare 
receipts  are  supposed  to  protect  against 
fraud  is  that  as  they  carry  a  serial 
number  assigned  to  the  conductor  of 
that  car,  they  are  good  only  on  the 
car  on  which  they  are  issued.  A  record 
of  these  serial  numbers  is  kept  in  the 
office  of  the  company,  and  periodical 
checks  are  made  of  the  tickets  issued 
to  passengers  on  individual  cars  to  see 
that    there    is    no    trading    in    tickets. 


June  30, 1928 


ELECTRIC  RAILWAY  JOURNAL 


1079 


Detachable  coupons 


Coupons  are  sold  in  strips  of  twenty  at  a  reduction  of  one-sixth  ever  the  each  fare 


J 


overriding    or    use    of    expired    tickets. 

In  the  new  system  adopted,  the  work 
of  the  conductor  has  been  greatly 
reduced,  as  it  has  been  changed  almost 
entirely  to  that  of  cancelling  rather 
than  that  of  issuing  tickets.  The  sys- 
tem is  based  on  the  following  principles  : 

1.  Where  there  are  various  rates 
of  fare  for  different  lengths  of  rides 
and  different  classes  of  accommoda- 
tion, these  rates  should  be  multiples  p' 
a  common  factor. 

2.  The  coupons  issued  to  cover  all 
rides  should  be  of  the  same  kind,  and 
the  unit  value  of  each  should  corre- 
spond with  the  value  of  the  common 
denominator  mentioned  in  condition  1. 

3.  When  these  tickets  or  coupons 
are  cancelled  on  the  car,  the  cancella- 
tion should  be  of  such  form  as  to  in- 
dicate the  length  of  ride  for  which 
they  have  been  accepted,  and  the  can- 
celling apparatus  should  be  arranged  so 
as  to  totalize  the  receipts  as  well  as 
the  number  of  travelers  in  each  class. 

4.  It  is  desirable  to  make  obliga- 
tory, so  far  as  possible,  the  use  of 
these  coupons  for  passage.  Otherwise, 
it  will  be  necessary  for  the  conductors 
to  carry  not  only  the  new  cancelling 
machine  but  also  all  the  equipment 
formerly  used,  such  as  assorted  pack- 
ages of  tickets,  change  bags,  ticket 
recording  blanks,  etc. 

5.  If  it  is  not  possible  to  make  all 
passengers  buy  coupons,  a  special  in- 
ducement should  be  given  to  those 
who  do  so,  the  purpose  being  to  reduce 
the  number  paying  cash  for  fares  to 
the  smallest  number. 

6.  For  this  final  group  of  passen- 
gers some  system  should  be  devised  by 
which  the  new  equipment  can  be  used, 
so  as  to  reduce  the  appliances  carried 
by  the  conductor. 

All  of  these  conditions  have  been 
fulfilled  by  the  system  which  we  have 
on  trial  now  on  five  of  our  city  lines. 
Later  it  will  be  extended  to  the  sub- 
urban lines. 

The  conditions  were  met  in  the  fol- 
lowing manner : 

Thirty  centimes  were  adopted  for 
the  common  denominator  of  fares 
when  paid  in  cash,  and  the  fares  were 
set  as  follows : 


NEW  SCHEDULE  IN   FRANCS  OF  C.\R  AND 
BUS  FARES  IN  PARIS  IF  PAID  IN  CASH 


Number  of  sections 
I 
2 
More  than  2 


lst!Class 
0.90 
1.20 
1.50 


2nd  Class 
0.60 
0.90 
1.20 


NEW  SCHEDULE  IN   FRANCS  OF  CAR  AND 
BUS  FARES  IN  PARIS  IF  PAID  IN  TICKETS 


Number  of  sections 
I 

2 
More  than  2 


1st  Class 
0.75 
1.00 
1.25 


2nd  ClaM 
0.50 
0.75 
1.00 


It  will  be  seen  that  these  tares  are 
all  a  multiple  of  the  denominator  25 
centimes  and  that  they  represent  a 
reduction  of  ith  from  the  fares  paid 
in  cash.  The  reduction  given  over  the 
cash  fare  is  so  considerable  that  prac- 
tically all  regular  users  of  transporta- 
tion will  purchase  the  slips.  The 
coupons  are  sold  in  strips  of  20  in 
the  way  illustrated.  The  price  of  the 
twenty-ticket  strip  is  i  francs  (20 
cents  in  American  currency). 

The  special  rates  for  crippled  vet- 
erans and  workmen  were  ananged  as 
follows:  The  veterans  are  allowed  to 
travel  first-class  and  their  rate  of  fare 
is  30  centimes  for  one  section,  40 
centimes  for  two  sections  and  50 
centimes  for  more  than  two  sections. 
Their   coupon   unit   has  been  fixed   at 


If  paid  in  tickets,  the  fares  are  as 
follows : 


COMING  MEETINGS 

OF 

Electric  Railway  and 
Allied  Associations 

July  *./2— Public  Utilities  Adver- 
tising Association  and  International 
Advertising  Exposition,  Detroit,  Mich. 

JtUy  12— New  York  Railroad  Club, 
annual  outing,  Indian  Point,  N.  Y. 

July  I3—A.E.R.A.  Executive  Com- 
mittee on  yacht  "Florida,"  New 
York,  N.  \. 

July  17-20 — American  Society  of 
Civil  Engineers,  annual  convention, 
Buffalo,  N.  Y. 

July  19-21 — Pacific  Claim  Agents' 
Association,  annual  convention,  San 
Diego,  Cal. 

July  25-27 — Electric  Railway  Asso- 
ciation of  Equipment  Men,  Southern 
Properties,  Cincinnati,   Ohio. 

July  27-2*— Central  Electric  Rail- 
way Accountants'  Association, 
Detroit,  Mich. 

Aug.  16-17  —  Wisconsin  Utilities 
Association,  Transportation  Section, 
Sheboygan,  Wis. 

SEPT.  22-28,  1928 
American  Electric  Railway 
Association,  47th  annual  con- 
vention  and   exhibit,  Cleve- 
land, Ohio. 


10  centimes,  making  the  cost  for  a 
twenty-coupon  strip,  2  francs.  For 
workmen,  weekly  tickets  carrying  a 
coupon  for  each  day,  one  for  the  out- 
going trip  and  one  for  the  return  trip 
are  sold  in  advance.  These  coupons 
are  cancelled  by  being  punched  by  the 
conductor  on  the  car. 

Cancelling  and  Registering 
Machine 

The  cancelling  and  registering  ma- 
chine is  carried  by  a  strap  around  the 
neck  of  the  conductor.  It  measures 
7:^x5^x21  in.  and  cancels  the  coupons 
by  surcharging  them.  This  surcharge 
gives:  (I)  the  number  of  the  machine, 
(2)  the  day  of  the  month,  (3)  the  trip 
number,  (4)  the  class  of  accommoda- 
tion, and  (5)  the  numbers  of  the  sec- 
tions through  which  the  passenger  has 
paid  to  ride.  Of  these,  only  the  two 
last  mentioned  have  to  be  set  by  the 
conductor  during  the  trip. 

Typical  cancelled  coupons  are  illus- 
trated. In  the  lower  line,  17  is  the 
day  of  the  month  and  "A"  is  the  route 
number.  In  the  line  above,  42  is  the 
number  of  the  cancelling  machine.  In 
the  next  line  above,  the  first  words 
indicate  first  class.  If  these  words  do 
not  appear,  the  ticket  is  for  second- 
class  accommodation.  The  number  11 
indicates  the  boarding  station,  and  the 
one  horizontal  line  on  the  third  coupon 
indicates  that  one  section  only  has  been 
paid  for.  In  the  group  of  second-class 
cancelled  coupons,  the  two  horizontal 
lines  show  that  two  sections  have  been 
paid  for. 

The  registering  part  of  the  ap- 
paratus totalizes  the  number  of  tickets 
cancelled  and  the  number  of  passen- 
gers traveling  first  and  second  class. 

Provision,  of  course,  has  to  be  made 
for  passengers  who  insist  on  paying 
cash.  The  conductor  sells  them  the 
number  of  special  coupons  which  they 
require  from  a  roll  of  200  coupons 
which  he  carries,  but  charges  them 
30  centimes  for  each  coupon  instead 
of  25  centimes. 

The  coupons,  after  being  cancelled, 
are  retained  by  the  passengers  in  the 
customary  way  until  the  end  of  their 
trip. 

Practical  experience  with  the 

SYSTEM 

The  company  was  anxious,  of  course, 
when  the  plan  was  started,  to  learn 
how  many  passengers  would  purchase 
tickets  in  strips.  During  the  first  days 
30  per  cent  continued  to  pay  cash, 
but  in  a  short  time  this  proportion 
shrank  to  IS  per  cent,  made  up  pri- 
marily of  persons  like  tourists,  who 
are  either  unacquainted  with  the  sys- 
tem or  who  do  not  use  the  cars  or 
buses  often  enough  to  warrant  the  pur- 
chase of  a  strip  of  coupons.  The  com- 
pany believes  from  its  experience  on 
the  five  lines  on  which  the  system  has 
been  tried  that  this  percentage  of  15 
will  grow  considerably  less. 

It  has  been  found  that  by  this  sys- 
tem of  fare  collection  the  average  time 


1080 


ELECTRIC  RAILWAY  JOURNAL 


Vol.7\,No26 


required  by  the  conductor  to  collect  a 
fare  has  been  reduced  at  least  50  per 
cent.  The  saving  is  more  than  this, 
of  course,  when  the  time  taken  to  make 
change  is  included.  That  took,  on  the 
average,  25  seconds  per  passenger, 
whereas  the  present  system  takes  only 
seven  seconds  per  passenger.  This 
greater  rapidity  permits  the  conductor 
to  watch  more  carefully  for  attempted 
fraud.  The  plan  is  very  popular  with 
the  employees. 


Another  advantage  of  the  present 
plan  is  the  reduction  of  inspectors 
needed,  as  the  work  of  the  inspection 
of  tickets  is  greatly  simplified.  The 
elaborate  system  of  accounting  in  the 
office  for  tickets  issued  to  conductors 
and  the  return  by  them  of  unused 
tickets  is  eliminated.  Finally,  the  ac- 
counting for  receipts  and  number  of 
passengers  carried  is  much  reduced, 
as  these  figures  are  given  on  the  total- 
izers on  the  cancelling  machine. 


Periodical  Physical  Examination 
of  Trainmen* 

By  W.  L.  Weber 
Chief  Surgeon  Pacific  Electric  Railway,  Los  Angeles,  Cal. 


FEW  large  corporations  as  a  pre- 
liminary requisite  to  employment 
subject  their  applicants  to  a  thorough 
physical  examination.  Fewer  still  con- 
duct periodical  health  rechecks  of  their 
employees.  Many  concerns  have  no 
medical  department  at  all.  Some  that 
have  are  more  or  less  indifferent  in 
their  attitude  toward  the  employee. 

The  Pacific  Electric  Railway  Com- 
pany employs  some  6,000  individuals, 
who,  excepting  the  Mexican  laborers, 
are  obliged  to  submit  to  a  thorough 
medical  examination  before  final  ac- 
ceptance into  the  employ  of  the  com- 
pany. This  examination  is  made  by  a 
full-time  doctor  whose  office  adjoins 
that  of  the  employment  bureau,  thus 
facilitating  the  handling  of  the  men. 
This  doctor's  time  is  largely  occupied 
in  the  examination  of  applicants  and  in 
the  re-examination  of  men  already  em- 
ployed. 

The  medical  department  has  a  full- 
time  staff  consisting  of  a  chief  surgeon 
and  two  assistants,  three  office  nurses, 
and  other  clerical  help.  The  office  or- 
ganization is  quite  complete,  having  a 
well  equipped  X-ray  laboratory  in 
charge  of  a  competent  radiologist  and 
technician.  There  is  a  physio-therapy 
department  and  a  full-time  masseur. 
The  laboratory  work  is  done  by  a  com- 
petent laboratory  staff,  the  material 
being  called  for  once  daily  and  reported 
upon  promptly.  In  addition,  there  are 
in  every  line  specialists  whose  services 
are  free  to  the  employee.  Perhaps  one 
of  the  most  valuable  acquisitions  to 
our  medical  department  has  been  the 
installation  of  a  dental  clinic  under  the 
direct  supervision  of  a  competent  den- 
tal surgeon.  While  not  an  integral 
part  of  the  railroad  organization,  it  is 
so  closely  associated  with  the  men  that 
it  has  become  a  definite  and  important 
factor  in  our  organization.  The 
charges  for  dental  work  are  very  mod- 
erate, being  about  half  of  that  usually 
made  for  similar  work  done  elsewhere. 
The  dentists  are  not  on  a  salary  but 
make  a  charge  directly  to  the  individual 

*Abstract  of  a  paper  presented  at  the 
annual  meeting  of  the  California  Electric 
Railway  Association,  San  Francisco.  Cal. 
May  7-8,  1928. 


having  the  work  done.  The  service  is 
extended  to  dependent  family  members 
as  well  as  to  the  employee. 

The  aforementioned  medical  and 
dental  benefits  are  derived  through  the 
maintenance  of  a  hospital  fund  through 
pay  roll  deductions.  The  amount  de- 
ducted varies  from  50  cents  to  $1.50  a 
month,  depending  on  the  salary  re- 
ceived. 

With  such  an  organization  the  re- 
examination and  subsequent  care  of 
any  number  of  cases  can  be  effectually 
done.  During  1925-26-27,  2,956  train- 
men were  re-examined.  Up  to  1925  the 
re-examination  of  trainmen  took  place 
every  three  years  and  consisted  in  test- 
ing visual  acuity,  auditory  and  color 
perception,  and  noting  the  general  ap- 
pearance of  the  applicant.  Only  in 
isolated  instances  was  an  applicant 
given  a  detailed  examination.  This  may 
account,  and  probably  does,  for  the 
large  number  of  men  found  suffering 
from  serious  organic  disease,  as  re- 
vealed by  our  re-examinations  of  1925. 
Now  the  trainmen  take  this  exami- 
nation every  two  years  and  are  not 
permitted  to  return  to  duty  unless  they 
present  to  their  immediate  superior  a 
clean  bill  of  health  from  the  examining 
doctor. 

The  man  to  be  examined  removes 
all  of  his  clothing,  even  to  his  shoes 
and  socks.  The  examination  takes  in 
the  general  fitness  of  the  applicant,  the 
cardio-vascular  system,  the  teeth  and 
the  nervous  system.  Blood  pressure 
records  are  taken,  including  in  all  cases 
both  the  systolic  and  diastolic  readings, 
and  a  urinalysis  of  a  specimen  voided 
in  the  doctor's  presence.  Vision,  hear- 
ing, and  color  perception  are  carefully 
noted.  Where  a  more  detailed  exam- 
ination is  required,  such  as  X-ray  of 
heart,  lungs,  gastro-intestinal  tract,  in- 
cluding the  teeth,  Wasserman  tests  of 
the  blood  or  cerebro-spinal  fluid,  blood 
chemistry,  etc.,  the  patient  is  referred 
to  the  laboratory  doing  such  work.  All 
findings,  whether  normal  or  otherwise, 
are  carefully  recorded  on  the  appli- 
cant's blank.  These  blanks  at  the  close 
of  the  day  are  placed  before  the  chief 
surgeon  for  inspection,  and  should  any 
very  serious  defect  be  found  the  man 


is  requested  to  return  for  further  re- 
checking.  However,  should  the  ex- 
amining doctor  find  any  defect  that  in 
his  judgment  is  of  sufficient  gravity  to 
be  a  menace,  the  applicant  is  withheld 
from  duty  until  further  examination 
and  disposal  of  the  case  can  be  made. 

When  the  system  of  re-examination 
was  first  inaugurated,  it  created  quite 
considerable  consternation  and  ill  feel- 
ing among  some  of  the  employees,  but 
when  they  became  convinced  that  they 
were  the  actual  beneficiaries,  and  that 
it  did  not  mean  their  loss  of  position, 
the  feeling  changed  so  that  soon  there 
were  no  more  complaints.  Instead  of 
resentment  the  men  welcomed  the  care- 
ful examination  which  they  received. 

The  question  as  to  the  ultimate  dis- 
position of  a  given  case  in  which  a 
serious  disqualifying  defect  might  be 
found,  naturally  arises.  In  no  case  has 
an  employee  ever  been  discharged  from 
service  because  of  physical  disability. 
Those  men  who  were  found  suffering 
from  organic  disease  of  sufficient  grav- 
ity to  render  them  a  hazard  to  the 
traveling  public,  their  fellow  employees 
or  to  themselves,  were  removed  from 
the  position  and  employment  less  ex- 
acting provided.  Motormen  with  high 
blood  pressure  and  serious  heart  disease 
are  removed  from  the  front  end  and 
given  work  as  conductors,  or  at  station, 
or  trolley  holding  positions.  Some  were 
found  to  be  too  seriously  ill  to  continue 
at  any  employment,  and  were  given  the 
benefits  derived  from  their  insurance 
in  the  Metropolitan  Life  Insurance 
Company.  In  other  cases  where  the 
length  of  service  warranted  it,  a 
monthly  gratuity  or  pension  is  allowed 
in  addition  to  their  insurance,  thus 
providing,  at  least,  a  living.  We  dis- 
covered a  few  platform  men  suffering 
from  locomotor  ataxia.  These  were 
transferred  to  station  or  similar  po- 
sitions and  seemed  to  do  quite  well. 
At  the  present  time  one  or  two  such 
are  holding  trolley  jobs.  They  are  care- 
fully supervised  both  from  a  medical 
and  efficiency  standpoint.  They  report 
to  the  medical  department  at  least  once 
a  month,  and  are  carefully  checked  over 
for  possible  development  of  symptoms 
that  would  render  them  an  unsafe  risk, 
even  in  such  a  position  as  holding' 
trolleys. 

In  1925,  1,586  men  were  re-examined, 
and  of  this  number  157  were  instructed 
to  return  for  rechecking.  The  follow- 
ing defects  were  found,  which,  in  the 
great  majority  of  cases  showed  im- 
provement or  recovery  under  observa- 
tion and  treatment :  Glycosura,  21  ,- 
hypertension  and  associated  cardiac 
disease,  85;  hernia,  24;  visual  impair- 
ment, 9;  faulty  color  perception,  4; 
nephritis,  4;  locomotor  ataxia,  12;  bad 
teeth,  73. 

In  1926  there  were  133  re-examina- 
tions and  nine  rechecks  :  Hypertension, 
3 ;  glycosuria,  1  ;  disease  of  the  nervous 
system  (non-syphilitic),  3;  visual  im- 
pairment, 2. 

The  reason  for  the  small  number  re- 
examined in  1926  was  that  the  majority 
of  the  trainmen  were  checked  in  1925. 


June  30, 1928 


ELECTRIC  RAILWAY  JOURNAL 


1081 


In  1927  1,237  men  were  re-examined, 
and  of  this  number  only  84  were  in- 
structed to  return  for  rechecking.  The 
defects  noted  were  as  follows :  Hyper- 
tension and  associated  cardiac  disease, 
42 ;  cardiac  disease  without  hyperten- 
sion, 6;  glycosuria,  17;  locomotor 
ataxia  and  nervous  syphilis,  6;  cardio- 
vascular syphilis,  3 ;  nervous  system 
disease,  8;  visual  impairment,  9;  audi- 
tory defects,  2 ;  impairment  of  color 
perception,  3 ;  thyroid  gland,  1 ; 
nephritis,   1. 

There  can  be  no  question  but  that 
tremendous  benefits  have  accrued  to  the 
men.  Almost  all  have  co-operated 
in  a  most  satisfactory  manner  in  the 
efifort  to  detect  disease  and  improve 
their  health.  The  fact  that  in  1927 
our  X-ray  laboratory  took  1,000  more 
dental  X-rays  than  in  1926  shows  con- 
clusively that  the  employee  appreciates 
the  value  of  detailed  and  careful  physi- 
cal examination. 

Since  most  of  the  defects  noted  were 
for  arterial  hypertension  and  associated 


cardiac  disease,  the  possible  cause,  or 
causes,  becomes  interesting  and  im- 
portant. The  majority  of  our  cases  oc- 
curred among  the  motormen,  and  1  am 
inclined  to  believe  that  the  nervous 
strain  incidental  to  running  high-speed 
trains  where  traffic  is  frequently  cross- 
ing the  tracks,  must  be  a  factor.  I  also 
believe  that  since  their  occupation  is 
largely  sedentary,  combined  usually 
with  overeating  and  consequent  over- 
weight, that  these  latter  factors  also 
play  a  considerable  part  in  causing 
hypertension.  I  do  know  that  the  ma- 
jority of  these  men  showed  marked  im- 
provement under  proper  dietary  regime 
and  elimination  through  skin,  bowels, 
and  kidneys.  Any  case  showing  a  blood 
pressure  in  excess  of  what  should  be 
normal  for  his  years  is  rechecked  and 
made  to  report  at  stated  intervals.  A 
systolic  pressure  of  180  mm.  disqualifies 
for  the  work  of  motormen — a  diastolic 
pressure  of  100  mm.  or  over  also  dis- 
qualifies, no  matter  what  the  systojic 
pressure  may  be. 


Engineering  Executive 

DISCUSSION  of  work  done  during 
the  year  by  various  committees, 
approval  of  the  program  for  the  sessions 
of  the  Engineering  Association  at  the 
coming  convention  and  many  other 
routine  matters  formed  a  busy  session 
of  the  executive  committee  of  the 
American  Electric  Railway  Engineer- 
ing Association,  at  association  head- 
quarters. New  York,  June  13.  Those 
present  were  :  President  R.  H.  Dadgleish, 
chairman;  F.  H.  Miller,  W.  W.  Wysor, 
C.  H.  Jones,  L.  D.  Bale,  P.  V.  C.  See, 
F.  McVittie,  E.  M.  T.  Ryder,  J.  W. 
Welsh,  John  Y.  Bayliss,  H.  F.  Brown, 
H.  H.  George  and  A.  T.  Clark. 

A  report  of  work  being  done  in  the 
rolling  stock  division  was  presented  by 
A.  T.  Clark,  chairman  of  the  general 
rolling  stock  committee.  In  addition  to 
the  regular  assignment,  several  special 
ones  which  have  come  up  during  the 
course  of  the  work  were  reported  on  by 
Mr.  Clark.  These  included  the  design- 
ing of  a  new  standard  axle  and  a  study 
of  lamp  sockets  for  20-in  series  lamps. 

Work  in  the  purchases  and  stores 
division  was  reported  on  by  John  Y. 
Bayliss.  A  request  for  the  organizing 
of  a  joint  committee  with  the  National 
Electric  Light  Association  to  consider 
certain  subjects  of  mutual  interest  was 
approved,  as  was  also  another  request 
for  arrangements  to  co-operate  with 
committees  of  the  National  Association 
of  Purchasing  Agents,  the  National 
Electric  Light  Association,  and  the 
American  Railway  Association,  in  a 
joint  study  to  establish  standard  pack- 
ages for  storeroom  material.  John 
Fleming  was  appointed  as  a  represen- 
tative of  the  purchases  and  stores  di- 
vision, to  co-operate  with  the  United 
States  Department  of  Commerce. 


A  report  of  the  committee  on  revision 
of  the  constitution  and  by-laws  was  dis- 
cussed and  approved  wjth  certain  re- 
visions. H.  H.  George  presented  a  very 
complete  report  for  the  program  com- 
mittee covering  the  coming  convention. 
It  was  voted  to  publish  all  advance 
papers  for  early  distribution. 

Correspondence  covering  many  sug- 
gestions for  subjects  to  be  considered 
during  the  coming  year  were  discussed, 
and  these  were  referred  to  the  subjects 
committee.  The  following  personnel 
changes  on  A.E.S.C.  committees  and 
those  co-operating  with  other  societies, 
were  approved :  Messrs.  H.  W.  Codd- 
ing and  W.  E.  Bryan  were  appointed 
as  representatives  of  the  Association  on 
the  sectional  committee  on  mercury  arc 
rectifiers.  H.  E.  Bachman  was  ap- 
pointed to  the  place  made  vacant  by  the 
resignation  of  M.  B.  Rosevear,  on  tech- 
nical committees  5  and  10  of  the  sec- 
tional committee  on  insulated  wires  and 
cables. 

Charles  R.  Harte  was  appointed 
to  represent  the  association  at  a  con- 
ference called  by  the  American  Society 
of  Mechanical  Engineers  in  connection 
with  the  co-ordination  of  standardization 
activities  in  the  mechanical  industrie.-i. 
L.  D.  Bale  was  appointed  to  represent 
the  association  at  a  meeting  of  the 
fuels  division  of  the  American  Society 
of  Mechanical  Engineers  to  be  held  in 
Cleveland,  Sept.  17  to  20.  W.  W. 
Brown  was  appointed  to  represent  the 
association  on  the  advisory  board  of  the 
Power  Transmission  Association. 

It  was  voted  to  endorse  the  report  of 
the  revision  conference  on  classification 
of  iron  and  steel  scrap  put  out  by  the 
Division  of  Simplified  Practice  of  the 
United  States  Department  of  Commerce. 
Recommendation  No.  71  on  turnbuckles 
was  also  endorsed. 


Power 

JUNE  11-12  the  final  meeting  before 
the  Cleveland  convention  of  the 
standing  committee  on  power  was  held 
at  association  headquarters,  New  York 
City.  Those  present  were  W.  E.  Bryan, 
chairman ;  C.  S.  Anderson,  J.  W.  Allen, 
W.  H.  Bassett,  L.  W.  Birch,  H.  W. 
Codding,  H.  A.  Kidder,  John  Leisen- 
ring,  H.  S.  Murphy,  J.  F.  Neild,  F.  W. 
Peters,  W.  J.  Quinn,  J.  L.  Ross,  Dwight 
L.  Smith. 

Special  committee  No.  1  on  Manual 
review  presented  a  final  report,  which 
has  been  sent  out  to  the  various  mem- 
bers of  the  standing  committee  for 
ballot.  A  revised  report  on  mercury 
arc  rectifiers  was  presented  by  special 
committee  No.  2.  This  will  be  sent  out 
for  approval  later. 

Due  to  recent  changes  in  the  chair- 
manship of  special  committee  No.  3  on 
power  costs  and  power  contracts,  data 
have  not  yet  been  compiled.  A  ques- 
tionnaire has  been  prepared  to  be  sent 
to  member  companies.  The  question- 
naire was  discussed  in  detail  and  a 
number  of  changes  suggested.  The  ques- 
tionnaire was  then  referred  back  to  the 
committee  for  revision.  A  formal  re- 
port on  catenary  construction  was  pre- 
sented by  special  committee  No.  5. 
Suggestions  for  some  changes  were 
made  by  the  general  committee.  Special 
committee  No.  6  on  trolley  wear  and 
breaks  reported  that  it  is  compiling  re- 
sults of  a  questionnaire  sent  to  member 
companies.  This  information  will  be  in 
shape  for  approval  soon.  Regarding 
other  assignments  to  the  committee,  no 
definite  conclusions  have  been  reached. 

Special  committee  No.  7  on  inductive 
co-ordination  and  radio  interference  has 
presented  its  final  report,  which  has 
been  sent  to  members  of  the  standing 
committee.  The  report  was  reviewed 
for  further  suggestions.  Special  com- 
mittee No.  8  on  trolley  wire  reels  sub- 
mitted a  formal  report.  After  discussion 
it  was  decided  that  several  minor 
changes  were  advisable  in  the  drawings 
of  the  reels.  These  will  be  made  and 
the  report  sent  out  for  approval. 

The  report  of  special  committee  No.  9 
on  underground  conduit  specifications 
was  discussed  in  considerable  detail.  It 
is  proposed  to  substitute  revised  draw- 
ings in  place  of  the  present  Manual 
drawings  after  these  have  been  re- 
checked.  Designs  of  manholes  will  be 
treated  as  a  recommended  design. 

Special  committee  No.  11  on  over- 
head versus  underground  distribution 
cable  presented  a  progress  report,  but 
stated  that  information  following  the 
questionnaire  as  to  cost,  operation,  etc., 
of  underground  and  overhead  cables  was 
still  being  received.  No  conclusions 
were  reached  by  the  committee. 

Special  committee  No.  12  on  ferrous 
versus  non-ferrous  overhead  material, 
and  No.  13  on  trolley  voltage  in  con- 
gested districts  did  not  present  reports. 

A  program  for  the  various  sessions 
of  the  power  division  at  the  Cleve- 
land convention  was  agreed  upon. 
These  were  presented  to  the  program 
committee  and  also  to  the  executive 
committee  for  consideration. 


1082 


ELECTRIC   RAILWAY  JOURNAL 


Vol.71,  No.26   , 


^ews  qffhe  Industry 


^ 


— rr^ 


Cardinal  Fliers  Organized 

Transportation   men   embark   on   new   ven- 
ture looking  toward  cross-country 
service  via  the  air 

TO  PROVIDE  air  transportation 
from  Louisville,  Ky.,  to  any  point 
l)etween  the  United  States  and  Canada 
within  the  next  few  years  is  the  dream 
of  James  P.  Barnes,  president  of  the 
Louisville  Railway,  and  Lee  L.  Miles, 
president  of  the  Louisville  Taxicab  & 
Transfer  Company,  who  recently  organ- 
ized the  Cardinal  Fliers,  Inc.  This 
company  caters  to  general  cross-coun- 
try taxi  and  sightseeing  work  and  has 
under  negotiations  the  matter  of  con- 
tract with  the  United  States  Govern- 
ment for  transportation  of  mail  on  its 
newly  developed  air  routes.  At  the 
present  time  the  regular  operation  con- 
sists of  handling  newspapers  for  the 
Courier  Journal  and  Louisville  Times 
between  Louisville  and  Lexington. 
Flights  have  .been  made  by  planes  of 
the  Cardinal  Fliers,  Inc.,  to  Atlanta, 
Philadelphia,  New  Orleans,  Little  Rock, 
Hot  Springs,  St.  Louis,  Chicago,  Grand 
Rapids,  Detroit,  Buffalo  and  Kansas 
City,  Mo. 

The  company  was  originally  in- 
corporated, early  in  March,  with  a  capi- 
tal of  $50,000,  but  since  then  the  in- 
dustry has  made  such  strides  that  at  a 
meeting  of  stockholders  the  last  of  May, 
the  capitalization  was  increased  to 
$250,000. 

The  equipment  of  the  company  at  the 
present  time  consists  of  five  open  Waco 
planes  and  one  Fairchild  cabin  plane. 
An  order  has  been  placed  for  two  ad- 
ditional cabin  planes,  and  one  Whirl- 
wind Waco  open  cock-pit  plane,  the  lat-^ 
ter  being  equipped  for  night  flying.  In 
addition  the  company  is  local  agent  for 
the  Monocoupe,  equipped  with  a  five- 
cylinder  radio  motor,  manufactured  by 
the  Velie  Auto  Manufacturers,  and  also 
for  a  two-passenger  cabin  plane.  The 
five-passenger  cabin  planes  operate  on 
the  basis  of  50  cents  per  air-mile  and 
the  three-passenger  open  plane  on  the 
basis  of  25  cents  per  air-mile. 

At  a  municipal  election  in  November, 
1927,  a  bond  issue  of  $2,000,000  was 
approved  by  the  voters  of  Louisville, 
$750,000  of  which  was  for  the  purpose 
of  park  work,  including  the  establish- 
ment of  a  municipal  air  port  in  what 
has  been  known  for  several  years  as 
Bowman  Aviation  Field.  The  com- 
pany has  just  been  allotted  a  location 
in  Bowman  Field  approximately  80x200 
ft.  for  the  construction  of  hangars,  and 
adjacent  will  be  terminal  buildings  and 
offices. 

The  backers  of  the  Cardinal  Fliers, 
Inc.,  are  men  of  e-xperience  in  trans- 
portation matters.  They  are  anticipat- 
ing the  establishment  of  cross-country 


service  in  conjunction  with  other  com- 
mercial aviation  companies.  At  the 
present  time  the  company  is  planning 
the  establishment  of  part  air  and  part 
rail  trips  across  the  country,  using 
airplanes,  for  instance,  from  Louisville, 
Ky.,  to  Omaha,  Neb.,  traveling  on 
sleeper  by  night  for  a  portion  of  the. 
journey,  and  making  the  final  hop  to  the 
Pacific  Coast  by  air.  As  an  alternate 
the  combination  of  commercial  air 
companies  has  in  mind  flights  by 
day,  possibly  from  New  York  City  to 
Louisville,  spending  the  night  in  Louis- 
ville, hopping  thence  from  Louisville  to 
Denver,    Col.,    spending    the    night    in 


Denver,  and  hopping  the  third  day  to 
the  Pacific  Coast. 

Lee  L.  Miles,  president  of  the  Louis- 
ville Taxicab  &  Transfer  Company,  is 
president  of  Cardinal  Fliers ;  Saunders 
P.  Jones,  capitalist,  is  vice-president; 
Houston  Quinn,  former  Mayor  of 
Louisville  and  vice-president  of  the 
Louisville  Trust  Company,  is  treasurer, 
and  Miss  Mary  E.  Clines  of  the  Louis- 
ville Taxicab  &  Transfer  Company,  is 
secretary. 

The  board  of  directors  consists  of 
James  P.  Barnes;  Graham  Brown; 
A.  H.  Bowman;  C.  C.  Webb;  W.  W. 
Crawford  and  J.  C.  Willson. 


Flat  Eight -Cent  Fare  in  St.  Louis 

State  commission  passes  upon  plea  made  originally  by  receiver  of 

United  Railways,  since  succeeded  by  St.  Louis  Public 

Service.     Valuation  ^60,000,000 


THE  St.  Louis  Public  Service  Com- 
pany has  been  authorized  by  the 
Missouri  Public  Service  Commission  to 
charge  a  flat  8-cent  fare  for  adult  pas- 
sengers and  a  3-cent  fare  for  children 
between  five  and  twelve  years  of  age 
in  all  of  the  fare  zones  of  St.  Louis  and 
St.  Louis  County,  effective  July  L 
Eight  cents  cash  or  two  tokens  for  15 
cents  for  adults  and  3  cents  for  children 
were  the  former  rates.  The  commis- 
sion also  found  the  value  of  the  property 
of  the  company  used  and  useful  for 
transportation  service  to  be  $63,500,000 
and   the   property   not   used   for   public 


Neither  Company  nor  City 
Satisfied 

THE  St.  Louis  Public  Service 
Company  on  June  28  applied 
to  the  Missouri  Public  Service 
Commission  for  a  rehearing,  con- 
tending for  a  $75,000,000  valuation 
and  claiming  that  $800,000  annual 
.depreciation  allowance  is  insuffi- 
cient. The  company  conditionally 
accepted  the  8-cent  fare,  but  asked 
a  rehearing  on  the  valuation  and 
depreciation  items.  It  said  the  re- 
turn should  be  8  per  cent  instead 
of  the  7.14  per  cent  allowed,  and  that 
the  commission  failed  to  make  due 
allowances  for  intangibles  and  erred 
in  allowing  only  $3,000,000  instead 
of  $8,700,000  for  going  value. 

City  Counselor  Muench  has  stated 
the  city  will  also  ask  for  rehearing, 
but  did  not  announce  the  basis  for 
such  appeal.  It  also  probablv  will 
attack  the  $63,500,000  valuation 
fixed  by  the  commission  as  too  high. 


service  $2,500,000,  a  total  of  $66,000,000. 
This  compares  with  the  former  valua- 
tion of  $52,000,000,  or  an  increase  of 
$14,000,000.  The  commission  also  al- 
lowed the  company  to  charge  $800,000 
annually  for  depreciation. 

How  Contentions  Differed 

The  company,  in  its  application  for 
the  higher  fare,  had  sought  an  8-cent 
flat  fare,  a  valuation  of  $75,000,000, 
a  rate  return  of  8  per  cent  and  a 
depreciation  allowance  of  $1,500,000, 
while  the  city  of  St.  Louis  in  resisting; 
the  application  contended  for  a  fare  of 
7i  cents,  $53,000,000  valuation,  a  7  per 
cent  return,  and  only  $1,000,000  de- 
preciation. The  commission  anticipates 
that  the  new  fare  rates  will  return  the 
company  7.14  per  cent  net  on  the 
$63,500^000  valuation.  This  is  based  on 
the  passenger  business  of  the  system  in 
1927.  A  continuation  of  the  universal 
.system  of  transfers  was  recommended. 

On  the  basis  of  past  experience 
the  commission  estimated  that  in  1928 
252,392,464  adult  passengers  will  be  car- 
ried at  8  cents  for  $20,191,397  and 
6,418,512  children  at  3  cents  for  $192,555, 
making  total  gross  revenue  from  pas- 
sengers $20,383,952. 

A  recapitulation  of  the  commission's 
findings  shows :  ■ 

Net  revenue  available  for  return  in 
1927,  $2,360,990;  estimated  increase  in 
revenue.  $1,792,740;  decrease  in  de- 
preciation reserve,  $700.000 ;  grand  total, 
$4,853,730.  From  this  amount  must 
be  deducted  the  $318,323  increase  in 
income  taxes,  leaving  an  estimated 
$4,525,407  available  for  dividends. 

Explaining  its  decision  to  cut  the  de- 
preciation reserve  the  commission  .said: 

In  view  of  past  expenditures,  the  present 
large    reserve,    and    the    present    physical 


June  30, 1928 


ELECTRIC  RAILWAY  JOURNAL 


1083 


condition  of  the  property,  as  compared  with 
conditions  in  the  past,  the  commission  is 
of  the  opinion  that  $800,000  is  a  reasonable 
and  just  amount  for  this  company  to  place 
yearly  in  its  depreciation  reserve  fund. 

The  company  has  accumulated  $8,500,- 
000  in  the  depreciation  reserve. 

The  commission  allowed  $3,000,000 
for  "going  value"  and  $2,042,164  as 
working  capital. 

The  capitalization  of  company  is 
$50,843,020,  leaving  an  excess  of  valua- 
tion over  capital  of  $15,156,980. 

In  arriving  at  the  $66,000,000  valua- 
tioii  the  commission  took  a  middle  of 
the  road  course,  as  the  $63,500,000 
valuation  on  the  operating  property 
practically  "splits  the  difference"  be- 
tween the  $75,000,000  asked  by  the  com- 
pany and  the  $53,000,000  contended  for 
by  the  city.    The  set-up  is : 


Original    cost    physical    property    other 

than  land $49,355,565 

Reproduction     cost    physical     property 

(estimated) 73,392.609 

Reproduction  cost  lees  depreciation 55.044.457 

Land  (present  fair  market  value) 4,700,000 

Cost    of    franchises,    amounts    actually 

,    spent 208,522 

Materials  and  supplies 1,442,164 

Cash  working  capital 600,000 

Going  value 3,000,000 

riate-making  valuation 66.000,000 


In  this  connection  the  commission's 
ruling  in  part  reads: 

The  commission  is  of  the  opinion  that 
stress  should  not  be  put  on  either  the 
original  or  reproduction  cost  of  this  prop- 
erty. The  commission  is  attempting  to  fix 
a  value  that  will  keep  the  car-rider  from 
seeking  some  other  means  of  transporta- 
tion and  at  the  same  time  give  the  com- 
pany a  return  as  nearly  just  as  is  possible 
and  still  keep  its  customers.  The  commis- 
sion believes  that  an  8-cent  adult  fare  will 
not  produce  excessive  return. 

The  estimated  net  return  of  $4,535,- 
407,  which  the  8-cent  fare  is  calculated 
to  produce,  is  sufficient  to  pay  $1,884,975 
interest  on  all  the  outstanding  bonds  and 
the  $494,294  needed  for  the  7  per  cent 
dividend  on  preferred  stock.  This  will 
leave  $2,156,183  available  for  return  to 
the  holders  of  343,645  shares  of  com- 
mon stock,  or  $6.28  a  share.  This  stock 
was  issued  at  $12.50  a  share,  but  had  an 
actual  valuation  of  about  $18.50. 

Under  the  commission's  ruling  the 
book  valuation  of  the  common  stock  has 
been  greatly  increased.  The  total  of  all 
the  outstanding  bonds  and  preferred 
stock  is  $46,547,458.  This  sum  de- 
ducted from  the  $66,000,000  valuation 
leaves  $19,452,542  valuation  for  the 
common  stock,  or  $57  a  share. 

However,  the  calculations  of  esti- 
mated net  return  for  the  company  have 
not  taken  into  consideration  any  probable 
increase  in  wages  for  the  platform  men 
and  shop  workers  affiliated  with  the 
Amalgamated  Association.  The  Public 
Service  Commission  has  been  selected  to 
arbitrate  the  differences  between  the 
company  and  its  workers  on  the  wage 
question.  The  commission  probably 
will  not  give  its  final  decision  in  the 
wage  question  for  many  weeks.  Neither 
side  has  presented  its  evidence  to  the 
commission. 

The  St.  Louis  Public  Service  Com- 
pany on  June  23  asked  the  Missouri 
Public  Service  Commission  to  establish 


an  8-cent,  fare  in  each  zone  on  the 
Missouri  Electric  Railway  operating 
between  Wellston  and  St.  Charles,  Mo., 
and  its  branch  lines,  effective  July  I. 
In  the  past  the  fare  on  that  line  has  fol- 
lowed the  rates  fixed  for  the  St.  Louis 
city  lines,  which  on  July  1  advance  to  a 
flat  rate  of  8  cents  for  adults  and  3 
cents  for  children. 

S.  W.  Greenland,  vice-president  and 
general  manager  of  the  company,  be- 
lieves that  the  8-cent  fare  will  produce 
far  less  additional  revenue  than  antici- 
pated by  the  commission.  He  pointed 
out  that  when  the  state  commission  fixed 
the  rate  at  8  cents  or  two  tokens  for 


15  cents  it  estimated  that  the  company's 
revenues  would  be  increased  $1,250,000 
a  year,  but  while  the  period  covered  in 
this  estimate  expires  on  July  5  present 
indications  are  that  the  increase  will  not 
exceed  $500,000.  The  reason  has  been 
the  progressive  decline  in  street  car 
travel. 

The  company  is  also  facing  higher 
operating  costs  due  to  the  demands  of 
the  Amalgamated  Association  for  in- 
creased wages  for  carmen  and  shop 
workers  of  from  5  to  10  cents  an  hour. 
Company  officials  estimate  that  if  these 
demands  are  met  in  full  the  payrolls 
will  increase  $1,800,000  a  year. 


Subway  System  Suggested  in  Cleveland 

Local  railway  not  committed  at  present  to  ^30,000,000  project. 

Plan  is  to  make  new  line  pay  for  itself 

out  of  earnings 


THE  "penny  subway"  proposal,  first 
broached  two  years  ago,  has  come 
to  the  front  again  in  Cleveland,  Ohio. 
Raymond  Cragin,  author  of  the  plan, 
announced  recently  that  financing .  is 
assured  and  he  has  submitted  to  the 
City  Council  an  ordinance  authorizing 
the  Cleveland  Subway  Company  to 
build  subways  to  cost  $30,000,000,  to 
be  operated  by  the  Cleveland  Railway 
when  complete. 

The  name  "penny  subway"  is  derived 
from  the  method  of  financing.  The 
plan  is  to  allot  1  cent  out  of  each  car 
fare  paid  the  Cleveland  Railway  for 
the  next  35  years  to  a  fund  to  pay  6 
per  cent  interest  on  the  $30,000,000 
bond  issue  and  at  the  same  time 
amortize  the  principal. 

A  limit  of  $30,000,000  of  construc- 
tion is  fixed  because  it  is  estimated 
that  1  cent  on  each  car  fare  will 
produce  enough  to  retire  this  amount 
in  35  years  with  a  safe  margin  on  the 
basis  of  the  average  number  of  fares 
collected  each  year  by  the  Cleveland 
Railway  for  the  last  ten  years. 

Subway  routes  provided  in  the 
Cragin  ordinance  are : 

Two-track  subway  in  Superior  Ave- 
lue  Northwest,  connecting  with  the 
lower  deck  of  the  Detroit-Superior 
high  level  bridge  and  looping  under 
the   Public   Square. 

Four  -  track  subway  in  Superior 
Avenue    Northwest,    starting    at    East 


Bright  Red  Trains 

ALL  passenger  and  freight  cars 
■of  the  Arkansas  Valley  Inter- 
urban  Company,  operating  between 
Newton,  Wichita  and  Hutchinson, 
have  been  painted  a  bright  red  and 
equipped  with  musical  whistles. 
Officials  declare  that  motorists  can 
see  a  red  car  at  a  greater  distance, 
and  the  new  color  therefore  should 
aid  in  reducing  accidents. — Topeka 
Capital. 


Twelfth  Street  and  with  two  loops 
under  the  Public  Square. 

Two-track,  subway  connecting  with 
the  East  Superior  subway  at  Payne 
Avenue  Northeast,  entering  Chester 
Avenue  Northeast  at  East  Thirteenth 
Street  and  proceeding  east  under 
Chester  and  the  proposed  Chester  ex- 
tension, connecting  with  Euclid  Avenue 
surface  tracks  at  University  Circle. 

If  sufficient  balance  is  left  in  the 
$30,000,000  fund  when  these  units  are 
built,  the  following  lines  will  be  built 
under  the  ordinance : 

Two-track  subway  in  Ontario  Street 
from  Woodland  Avenue  Southeast  to 
to  the  Public  Square. 

Two-track  subway  in  West  25th 
Street  from  the  lower  deck  of  the 
Detroit-Superior  high  level  bridge  to 
a  point  south  of  Lorain  Avenue, 
with  a  branch  in  Lorain  Avenue  to  a 
point  beyond  West  28th  Street. 

The  ordinance  provides  in  addition 
that  the  Council  may  substitute  new 
routes  for  any  of  those  specified,  pro- 
vided the  cost  of  the  new  route  keeps 
the  total  cost  within  the  limit  of 
$30,000,000 

The  entire  $30,000,000  will  be  fur- 
nished by  the  Equitable  Trust  Com- 
pany, New  York,  Mr.  Cragin  said. 
The  profits  of  the  Cleveland  Subway 
Company  are  to  be  derived  from  two 
sources — advertising  concessions  in 
the  subway  stations  and  the  difference 
between  the  rate  at  which  it  can  borrow 
money  and  the  6  per  cent  charge  which 
is  to  be  met  by  the  car  riders  out  of 
fares. 

Under  existing  provisions  of  Ohio 
law,  a  municipality  is  not  permitted  to 
own  stock  in  a  public  service  corpora- 
tion furnishing  transportation.  But  if 
the  city  ever  acquires  the  right  to  take 
title  to  the  subways,  it  may  do  so  any 
time  after  their  completion.  In  the 
meantime,  the  title  is  to  be  vested  in 
a  trustee.  But  when  they  are  paid  for 
the  lines  will  be  the  property  of  the 
city. 

The  ordinance  also  contains  provi- 
sions   that    the    city    may    contribute 


} 


1084 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  N 0.26 


money  from  taxation  or  other  sources 
to  the  funds  used  for  subway  con- 
struction, so  that  the  proposed  subway 
system  may  be  extended  as  the  need 
arises. 
Opposition  to  the  Plan  Develops 
Opposition  to  the  plan  developed 
even  before  the  .ordinance  was  in- 
troduced in  the  Council.  One  bone  of 
contention  is  that  the  method  of  financ- 
ing would  place  the  entire  burden  of 
construction  on  the  car  riders  and  that 
no  part  of  the  cost  would  be  paid  by 
automobile  drivers  and  owners  of 
property  specially  benefited.  Opponents 
of  the  Cragin  plan  also  have  said  that 
if  the  city  intends  to  assess  subway 
construction    costs    solely    against    car 


riders,  the  city  could  direct  the  Cleve- 
land Railway  to  build  subways  and  the 
Cleveland  Railway  could  finance  the 
job  through  bonds  at  less  than  6  per 
cent,  or  issue  stock  at  6  per  cent,  which 
would  not  require  the  accumulation  of 
a  retirement  fund. 

The  Cragin  ordinance  caftnot  go  into 
effect,  even  if  passed  by  the  City 
Council,  unless  it  is  approved  by  the 
Cleveland  Railway.  Officials  of  that 
company  were  unaware  of  the  details 
of  Mr.  Cragin's  plans  until  they  were 
announced  in  the  newspapers.  Joseph 
H.  Alexander,  president  of  the  com- 
pany, has  declined  to  comment  on  the 
plan,  beyond  saying  that  the  company 
had  not  been  consulted  and  had  not 
entered  into  any  commitments. 


McGraw-Hill  and  Shaw  Company  Merge 

Consolidation  affects  twenty  engineering  and  industrial  papers 

and  "Magazine  of  Business,"  "System"  and  "Industrial 

Distributor  and  Salesman" 


A  CONSOLIDATION  affecting  two 
large  publishing  interests  was 
brought  about  on  June  29  by  the  merger 
of  the  McGraw-Hill  Publishing  Com- 
pany, Inc.,  of  New  York  and  the  A.  W. 
Shaw  Company  of  Chicago. 

Two  reasons  for  the  merger  are 
stressed  by  the  officers  of  the  merging 
companies.  The  magazines  of  the  two 
organizations  are  complementary  in 
character.  The  Shaw  papers  cover  busi- 
ness broadly,  giving,  the  business  man 
an  understanding  of  what  is  going  on 
in  all  branches  of  trade,  industry  and 
finance.  Their  service  is  extensive  in 
character.  The  McGraw-Hill  service, 
on  the  other  hand,  is  intensive.  Its 
magazines  afford  a  highly  specialized 
service  to  given  major  industries  and  to 
related  industrial  groups.  Thus  the  con- 
solidated companies  serve  the  business 
man  in  both  his  general  and  special 
business  interests.  The  second  reason 
is  the  very  evident  economy  and  in- 
creased effectiveness  of  consolidated  op- 
eration, enabling  a  superior  service  to  be 
rendered  to  the  whole  sweep  of  Amer- 
ican business.  A  statement  by  Mr. 
Shaw  said : 

It  is  gratifying  to  me  after  long  years 
spent  in  developing  the  Shaw  publications 
to  have  them  put  together  with  the  strong 
group  developed  under  Mr.  McGraw's 
leadership.  The  combination  will  strengthen 
both  groups.  The  Mfigasine  of  Business 
and  System  cover  broadly  the  problems  of 
all  business,  and  exchange  knowledge  be- 
tween its  different  divisions.  The  McGraw- 
Hill  papers  specialize  on  the  problems  of  a 
dozen  or  more  major  branches  of  industry 
and  trade.  The  advantages  of  joint  control 
of  these  related  but  differing  publications 
is  apparent. 

The  merger  comes  at  a  particularly 
gratifying  time,  when  the  Shaw  organiza- 
tion, following  a  plan  long  contemplated, 
is  re-establishing  System,  the  pioneer  gen- 
eral business  paper  and  for  more  than  25 
years  the  guide,  philosopher  and  friend  of 
tens  of  thousands  of  men  conducting  the 
smaller  businesses  of  this  country  and  the 
administrative  work  of  the  larger  ones. 


In  his  comment  Mr.  McGraw  said: 

Mr.  Shaw's  organization  and  ours  have 
been  working  closely  together  for  more 
than  a  year.  It  was  apparent  that  the 
McGraw-Hill  group  of  industrial  and  trade 
papers  would  have  a  new  way  of  carrying 
the  message  of  common  business  problems 
if  it  was  allied  with  papers  like  The  Maga- 
zine of  Business  and  System.  At  the  same 
time  these  publications  would  be  immeas- 
urably strengthened  by  being  tied  in  with 
and  assisted  by  the  great  editorial  staff  of 
more  than  130  industrial  and  business  spe- 
cialists who  edit  the  McGraw-Hill  papers. 

Every  paper  of  the  merging  companies 
will  be  strengthened  by  the  consolidation, 
and  thus  render  greater  service  to  its 
readers  and  advertisers,  but  the  most  con- 
spicuous result  will  be  the  new  and  strong 
position  of  The  Magazine  of  Business. 
Through  Mr.  Shaw's  vision  and  courage 
it  is  a  magazine  of  strength,  standing  and 
influence.  It  now  becomes  the  capstone  of 
the  virile  group  of  papers  and  the  other 
publishing  activities  of  the  McGraw-Hill 
company,  thus  extending  the  scope  of  the 
latter  organization  to  the  whole  range  of 
American  business.  At  the  same  time,  draw- 
ing on  the  intimate  contact  with  trade  and 
industry  of  the  large  corps  of  McGraw-Hill 
specialist  editors,  it  will  speak  with  un- 
exampled authority  on  the  problems  of 
business.  It  will  be  able  to  render  an  out- 
standing service  to  the  business  men  of 
America  by  its  authoritative  information, 
its  expert  interpretation,  and  its  fearless 
advocacy  of  .sound  business  policies.  It  will 
fight  for  the  interests  of  business  but  it 
will  place  in  an  equally  important  position 
the  responsibility  of  business  to  the  public. 
It  will,  in  a  word,  stand  for  true  business 
statesmanship. 

A.  W.  Shaw  will  continue  as  chair- 
man of  the  board  and  James  H.  McGraw 
will  become  president  of  the  A.  W. 
Shaw  Company.  Mr.  Shaw  will  also 
become  a  director  of^  the  McGraw-Hill 
Publishing  Company,  Inc.,  and  will  con- 
tinue as  president  of  the  McGraw-Shaw 
Company.  Mr.  Wheeler  Sammons  will 
become  a  director  and  member  of  the 
executive  committee  of  the  McGraw- 
Hill    Publishing    Company    and    senior 


vice-president  and  general  manager  of 
the  A.  W.  Shaw  division  of  the  busi- 
ness, which  will  be  known  as  the  "A.  W. 
Shaw  Company,  a  division  of  the 
McGraw-Hill  Publishing  Company, 
Inc."  The  McGraw-Shaw  Company 
will  also  be  operated  as  a  division  of 
the  McGraw-Hill  Publishing  Company. 

The  Shaw  organization  publishes  The 
Magazine  of  Business,  System,  and 
Industrial  Distributor  atid  Salesman, 
while  the  McGraw-Hill  organization  is 
the  publisher,  either  directly  or  through 
subsidiary  and  affiliated  companies,  of 
more  than  twenty  leading  business 
papers,  and  of  engineering  and  business 
books.  Among  its  papers  are  Electric 
Railway  Journal,  Bus  Transportation, 
Electrical  World,  Engineering  News- 
Record,  Power,  American  Machinist 
Engineering  &■  Mining  Journal,  Chem- 
ical &  Metallurgical  Engineering  and 
Radio  Retailing. 

The  two  companies  have  had  a  close 
relationship  since  last  fall  when  they 
jointly  formed  the  McGraw-Shaw  Com- 
pany, which  publishes  Factory  and 
Industrial   Management   and   Industrial 

Engineering. 

* 

Another  Strike  Vote 
in  Connecticut 

A  strike  of  employees  of  the  Connect- 
icut Company,  New  Haven,  Conn.,  was 
scheduled  to  begin  at  midnight  June  24, 
but  was,  postponed.  It  was  given  out 
by  those  interested  in  affairs  of  the 
employees  that  a  new  vote  would  be 
taken  at  once  on  the  matter  of  going 
on  strike,  as  it  was  explained  that  many 
voted  in  favor  of  a  strike  without  know- 
ing it.  The  next  vote  will  involve  the 
simple  question  to  each  voter :  "Are  You 
Willing  to  Go  on  a  Strike?" 

J.  T.  Reardon,  Worcester,  Mass.,  in- 
ternational official  of  the  Amalgamated 
Association,  explained  the  decision  to 
hold  the  strike  in  abeyance  was  due  to 
a  misunderstanding  of  the  ballot  on  the 
part  of  the  men.  Another  ballot  was 
desired  now  so  there  would  be  no  further 
misunderstandings. 

The  Connecticut  Company  offered  a 
renewal  of  the  wage  agreement,  which 
terminated  on  June  1.  The  wage  de- 
mands call  for  an  increase  from  62  to  75 
cents  for  both  men  on  the  two-man  cars 
and  proportionately  more  for  one-man 
operators.  __ 

Committee  Will  Solve  Boston 
Problems 

Under  an  order  adopted  by  the  Massa- 
chusetts Legislature,  after  such  action 
had  been  requested  by  Governor  Fuller 
in  a  special  message,  a  special  committee 
of  four  senators  and  eleven  representa- 
tives has  been  appointed  to  draft  new 
legislation  for  the  solution  of  the  Bos- 
ton Elevated  Railway  problem  in  Bos- 
ton. The  public  hearings  were  started 
on  June  21,  but  the  public  failed  to  re- 
spond and  the  committee  then  went  into 
executive  session.  The  committee  will 
now  study  material  at  its  disposal,  such 
as  reports  and  plans,  and  formulate  a 
bill  to  submit  to  the  Legislature  which 
is  waiting  to  receive  it. 


June  30,  1928 


ELECTRIC  RAILWAY  JOURNAL 


1085 


Progress  in  Toledo 

Toledo's  new  transit  plan,  which  pro- 
vides for  a  monopoly  of  bus  and  railway 
service  under  the  Community  Traction 
Company,  operation  for  at  least  five 
years,  establishment  of  at  least  fifteen 
bus  lines  and  extension  lines,  and  a 
general  rehabilitation  program  in  addi- 
tion to  financing  and  power  rate  helps 
for  the  company,  will  probably  go  into 
effect  on   July  5  without  interference. 

Ofiicials  of  the  company  have  closed 
options  for  the  purchase  of  the  Ottawa 
Motor  Coach,  Inc.,  which  operates 
fifteen  buses,  and  for  the  Elm  Street 
line,  which  has  been  operating  eight 
buses.  The  new  plan  prohibits  an  in- 
dependent line  from  operating  within 
a  quarter  mile  of  any  company-operated 
service  and  it  is  now  believed  that  since 
the  two  most  important  independents 
have  been  purchased  there  will  be  no 
referendum  on  the  ordinance  and  no 
challenge  made  by  any  of  the  smaller 
operators. 

The  Community  Traction  Company, 
had  previously  agreed  to  a  plan  of  pur- 
chasing all  independent  bus  lines  at 
their  physical  value  as  determined  by 
an  independent  commission  appointed  by 
Mayor  William  T.  Jackson.  Serving 
on  the  commission  are  James  Aitken. 
radio  dealer.  Ben  Groenewold.  who  is 
in  the  storage  business,  and  Walter 
Stoepier.  who  is  in  the  coal  and  cartage 
business.  They  have  valued  several  of 
the  properties  but  owners  of  the  bus 
lines  have  been  closing  with  the  railway 
before  announcement  of  the  valuations. 
The  new  power  rate  specified  under 
the  agreement  has  been  approved  by  the 
Ohio  Public  Utilities  commission.  It 
provides  for  a  refund  to  the  railway 
of  $2,500  monthly  by  the  Toledo  Edison 
Company,  for  five  years,  and  a  new 
rate  on  a  flat  basis  of  1.25  cents  per 
kilowatt  hour  measured  on  a.c.  basis 
without  any  demand  or  service  charge. 


North  Shore  Summer  Trips 

Special  excursion  trains  are  being 
operated  by  the  Chicago,  North  Shore  & 
Milwaukee  Railroad  each  Sunday  dur- 
ing the  summer  months  between  Chi- 
cago and  Kenosha,  Racine  and  Mil- 
waukee, Wis.,  according  to  the  new 
"bargain  rate  round-trip"  policy  an- 
nounced by  North  Shore  Line  officials. 
The  excursion  specials  leave  Chicago 
and  Milwaukee  early  in  the  morning  and 
make  the  return  trips  late  in  the  evening. 
This  gives  all  those  taking  advantage 
of  the  special  rates  almost  a  complete 
day  in  whatever  city  they  choose  to 
visit.  All-steel  equipment  is  used  on  the 
excursion  trains.  Descriptive  literature 
dealing  with  the  various  cities  on  the 
schedule  is  distributed  to  passengers  en 
route. 

In  addition  preparations  have  been 
made  by  the  North  Shore  Line  to  fur- 
nish special  service  direct  to  the  gates 
of  Ravinia  Park  during  the  summer 
opera  season.  For  the  convenience  of 
Chicago  and  suburban  residents  a  spe- 
cial train  will  be  operated  each  evening 
during   the   opera    season,    arriving   at 


Ravinia  Park  just  before  the  program 
starts  and  leaving  immediately  after  the 
performance.  Chicago  and  suburban 
music  lovers  will  also  be  afforded  spe- 
cial facilities  for  reaching  Ravinia  Park 
on  regular  trains,  according  to  an  an- 
nouncement by  J,  W,  Simons,  superin- 
tendent of  transportation. 

Special  opera  tickets,  including  round 
trip  fare  and  admission  to  Ravinia  Park, 
may  be  secured  at  North  Shore  Line 
stations.  Tickets  for  seats  in  the  open- 
air  theater  must  be  obtained  through 
the  opera  ticket  office. 


will  in  no  way  afifect  or  supercede  the 
25-cent  Sunday  pass  established  by  the 
company  on  all  lines  last  spring. 


Reduced  Mileage  Books  in 
South  Bend 

A  reduction  of  15  per  cent  in  the  price 
of  commutation  mileage  books  between 
any  two  stations  on  the  system  has  been 
announced  by  the  Chicago,  South  Bend 
&  Northern  Indiana  Railway,  South 
Bend.  Ind.  Books  containing  coupons 
worth  $5  in  straight  cash  fares  may  now 
be  purchased  at  $3.  The  old  rate  was 
$3.75, 


New  York  Surface  Lines 
Asks  Increase 

The  Dry  Dock,  East  Broadway  & 
Battery  Railroad,  New  York,  has  ap- 
plied to  the  Transit  Commission  for  a 
7-cent  fare,  effective  as  of  July  24,  The 
7-cent  fare  schedules  were  referred  by 
the  commission  at  its  meeting  to  Clarence 
M.  Lewis,  the  commission's  general 
counsel,  for  an  opinion.  The  current 
fare  is  5  cents. 

The  outstanding  stock  of  the  Dry 
Dock,  East  Broadway  &  Battery  Rail- 
road is  owned  by  the  Third  Avenue 
Railroad.  The  Dry  Dock  operates 
from  6  to  8  route-miles  of  road  in  the 
East  Side  district  of  New  York  City. 

The  Drydock,  organized  in  1863, 
operates  under  a  franchise  granted  by 
the  Legislature  under  the  railroad  laws 
of  1860,  Inasmuch  as  company  func- 
tions under  a  franchise,  the  status  of 
the  present  application  differs  from 
that  of  the  Interborough,  which  is 
operating  under  a  contract  with  the  city. 
If  the  commission  decides  it  has  juris- 
diction in  the  matter,  it  may  suspend  the 
increased  rates  and  hold  hearings  on  the 
justification  for  a  higher  fare. 


Excursion  Rates  in  Indiana 

Permission  to  establish  for  a  trial 
period  a  reduced  "excursion"  fare  of  50 
cents  between  Gary  and  Valparaiso, 
Ind,,  was  granted  recently  by  the  In- 
diana Public  Utilities  Commission  to 
the  Gary  Railways.  The  new  rate, 
which  will  become  effective  July  1,  is, 
in  fact,  a  one-way  fare  and  represents 
a  reduction  of  10  cents  below  the  former 
single-trip  rate,  A  corresponding  re- 
duction will  be  established  at  the  same 
time  between  Gary  and  intermediate 
points  on  the  Valparaiso  interurban  line 
and  a  cut  from  24  cents  to  15  cents  in 
the  regular  one-way  fare  between  Gary 
and  Indiana  Harbor.     The  new  tariffs 


Upholds  Fare  Increase  in 
Philadelphia 

The  United  States  District  Court  has 
ruled  the  Public  Service  Commission 
has  a  right  to  grant  the  Philadelphia 
Rapid  Transit  Company,  Philadelphia, 
Pa.,  increases  in  fare  notwithstanding 
the  1907  agreement  which  stipulated  a 
5-cent  fare.  In  reaching  this  ruling, 
the  court  dismissed  an  equity  suit  of 
George  Sambor  and  John  J.  Mullin, 
taxpayers,  for  an  injunction  to  restore 
the  5-cent  fare  and  a  refund  to  the  city 
of  $79,800,000  in  fares. 

Complainants  previously  had  said  they 
would  appeal  the  case  to  the  United 
States  Supreme  Court. 


Hearing  Set  on  Omaha  Franchise 

City  Commissioners  of  Omaha,  Neb., 
have  set  July  2  for  a  public  hearing  on 
the  Omaha  &  Council  Bluffs  Street 
Railway  franchise.  The  Council  itself 
has  agreed  to  the  franchise  in  its  present 
form.  It  calls  for  an  election  on  Nov.  6 
on  the  question  of  granting  a  30-year 
franchise.  The  only  change  suggested  by 
the  Council  from  the  draft  as  agreed 
upon  between  the  corporation  counsel 
and  the  Company  is  that  the  Council 
retain  the  control  of  stopping  places  for 
cars.  This  has  reference  to  the  skip- 
stop  system,  which  the  patrons,  in  a 
straw  vote,   recently  decided  to  retain. 

"When  I  accept  this  franchise,"  said 
President  Shannahan,  "I  marry  it;  I  ac- 
cept it  for  better  or  for  worse.  The 
corporation  counsel  has  included  a  pro- 
vision that  obligates  the  company  to 
co-operate  with  the  city  in  carrying  it 
out.  I  enter  into  the  agreement  with  no 
other  purpose  in  view." 


^9  Monthly  Pass  on  Pacific 
Electric  Suburban  Line 

The  Railroad  Commission  on  June 
20  by  informal  action  authorized  Pacific 
Electric  Railway,  Los  Angeles,  Cal,,  to 
establish  on  less  than  statutory  notice, 
effective  July  1,  a  $9  monthly  pass 
good  for  bearer  and  for  any  number  of 
rides  between  Los  Angeles  and  Santa 
Monica,  Ocean  Park  and  Venice, 

The  present  60-ride  commutation 
fare  is  $11,65,  The  pass  therefore  will 
result  in  a  reduction  of  $2,65  a  month, 
in  addition  to  giving  the  pass  owner  the 
privilege  of  additiolial  ti;ansportation. 
The  pass  will  be  honored  via  either  the 
Venice  short  line,  Sawtelle  line,  or 
Hollywood- Venice  line,  and  also  be 
good  on  local  street  cars  within  the  first 
zone  of  Los  Angeles  and  within  the 
5-cent  zone  of  Santa  Monica,  Ocean 
Park  and  Venice. 

This  reduced  transportation  is  simi- 
lar to  the  monthly  pass  now  in  effect 
between  Los  Angeles  and  Pasadena, 
and  is  established  for  an  experimental 
period,  July  1  to  Oct.  31,  1928. 


1086 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No. 26 


A  New  Start  in  Chicago 

Important  change  of  procedure  relied  upon 

to  bring  success  in  comniittee's  effort 

to  reach  satisfactory  agreement 

THE  City  Council  of  Chicago  and 
representatives  of  the  local  trans- 
portation companies  will  join  forces  in 
a  new  attack  on  the  baffling  railway 
■problem.  Instead  of  seeking  to  obtain 
enabling  legislation  first  and  afterward 
drafting  an  ordinance,  as  contemplated 
in  previous  negotiations,  the  new  plan 
will  be  to  determine  the  basic  principles 
and  features  of  a  satisfactory  ordinance. 
These  points  will  then  be  drafted  into 
an  ordinance  and  submitted  to  the  voters 
next  November.  If  then  approved  by 
them  the  ordinance  will  be  presented  to 
the  Legislature  at  the  session  in  Jan- 
uary, 1929. 

This  decision  was  reached  on  June  21 
at  the  conclusion  of  a  conference 
between  members  of  the  Council's 
committee  on  local  transportation  and 
officials,  attorneys  and  bankers  for  the 
Chicago  Surface  Lines  and  the  Chicago 
Rapid  Transit  Company. 

A  sub-committee  of  Aldermen  is  to 
be  appointed  to  represent  the  city  in  the 
new  negotiations.  The  same  committee 
will  probably  be  asked  to  draft,  in  co- 
operation with  company  representatives, 
the  enabling  legislation  to  be  presented 
jointly  by  the  city  and  companies  to  the 
General  Assembly.  On  previous  occa- 
sions, enabling  bills  have  been  presented 
independently,  first,  in  June,  1927,  by 
the  companies,  and  last  May  by  the  city, 
both  sets  of  bills  having  been  allowed 
to  die  in  the  Legislature. 

With  the  resumption  of  franchise  dis- 
cussions in  the  City  Council,  prospects 
for  the  construction  of  a  downtown  sub- 
way system  in  the  near  future  have  once 
more  begun  to  brighten.  The  latest 
move  in  this  direction  was  a  request  by 
Michael  J.  Faherty,  president  of  the 
board  of  local  imorovements,  for  an  ap- 
propriation by  the  City  Council  of  $647,- 
000  to  finance  the  preliminary  work  of 
planning  the  underground  system.  This 
money  would  be  spent  for  engineering 
and  legal  aid  and  for  the  building  of  a 
$25,000  model  subway  to  be  used  in  the 
trial  of  special  assessment  cases  in  court. 
Maintaining  that  a  subwav  is,  in  reality, 
a  lower  level  street,  Mr.  Faherty  be- 
lieves that  it  can  be  built  and  paid  for 
like  any  other  local  improvement  by 
special  assessments  and  without  addi- 
tional legislation. 

Consideration  of  Mr.  Faherty's  re- 
quest for  an  immediate  appropriation 
was  continued  until  the  next  meeting  of 
the  Council  on  the  plea  that  it  would  be 
unwise  to  build  a,  subway  without  first 
obtaining  a  tenant. 

A  movement  to  have  private  citizens 
undertake  the  solution  of  the  transit 
problem— entirely  apart  from  the  new 
program  adopted  by  the  City  Council 
and  transportation  companies  —  was 
started  on  June  15,  when  invitations 
were  sent  out  to  some  40  civic,  com- 
mercial and  educational  organizations  of 
Chicago  by  the  City  Club  asking  them 
to  co-operate  on  the  plan.  Each  group 
was  asked  to  send  two  representatives 


to  a  conference  sponsored  by  the  City 
Club,  who  will  be  willing  to  devote  a 
large  share  of  their  time  for  the  rest  of 
the  year  to  study  the  various  angles  of 
the  problem  and  to  devise  "a  compre- 
hensive, sound  and  business-like  trac- 
tion program." 

The  citizen's  committee  plan  is  in 
answer  to  the  suggestion  made  by  cer- 
tain Aldermen  that  they  would  be  glad 
to  receive  aid  and  advice  in  the  settle- 
ment from  public-spirited  citizens.  The 
committee  will  merely  propound  prin- 
ciples which  it  feels  should  be  followed. 


Illinois  Franchise  Will  Go  Over 

The  St.  Louis,  Mo.,  Board  of  Public 
Service  on  June  22  approved  the  pro- 
posed 50-year  franchise  for  the  Illinois 
Terminal  System  which  provides  for  a 
subway  and  elevated  system  connect- 
ing the  McKinley  Bridge  with  a  new 
freight  and  passenger  terminal  at 
Twelfth  Boulevard  and  Lucas  Avenue. 
Improvements  planned  bv  the  McKinley 
System  would  cost  $5',000,000.  The 
company  would  have  the  right  to  handle 
carload  freight  in  St.  Louis  under  the 
new  franchise.  It  is  restricted  to 
package  freight  at  present.  On  June  28 
the  Board  of  Aldermen  voted  to  recom- 
mit the  bill.  This  delays  action  on  the 
measure  until  the  fall  as  the  Aldermen 
start  on  vacations  June  30. 


Queens  Road  Wants  Six-Cent 

Fare  Continued 

General  Lincoln  C.  Andrews,  receiver 
for  the  New  York  &  Queens  County 
Railway,  Long  Island  City,  has  applied 
to  the  New  York  Transit  Commission 
for  permission  to  continue  to  charge  a 
6-cent  fare  on  the  lines  of  the  company. 
The  present  permission  to  charge  the 
extra  cent  expires  on  July  1.  The  com- 
pany has  been  charging  the  extra  fare 
for  nearly  three  years.  General  Andrews 
says  the  extra  cent  means  a  difference 
between  operating  at  a  loss  and  making 
expenses. 


News  from  Houston 

HOUSTON,  TEX.,  June  24, 
1928 — Houston  Chraiticle  to- 
day states  "after  careful  survey 
among  metropolitan  newswriters 
here,  Hope's  new  political  guide  to 
Washington  is  awarded  first  place 
among  political  pieces  of  the  month: 
The  prize,  a  palmetto  fan,  a  pair 
of  slightly  used  bedroom  slippers 
and  a  Houston  Electric  Company 
street  car  token  will  be  delivered  to 
Mr.  Hope,  the  author  of  "Alice  in 
the  Delighted  States,"  by  A.  S. 
Draper,  of  the  Hcrald-Tribunc,  and 
O.  O.  Mclntyre  following  the  con- 
vention." —  New  York  Herald- 
Tribune. 


Railway  Station  in  New  York 
Off  the  Air 

S.  W.  Huff,  president  of  the  Third 
Avenue  Railway,  New  York,  has  in- 
formed Radio  Commissioner  Caldwell 
that  Station  WEBJ,  belonging  to  that 
railway,  is  "prepared  voluntarily  to  dis- 
continue operation." 

This  station  is  relinquishing  its 
broadcasting  license  to  aid  the  Radio 
Commission  to  clear  the  air,  and  was 
not  one  of  the  162  stations  ordered  off 
the  air  in  the  New  York  zone. 

Mr.  Huff  wrote  that  the  station  was 
established  for  broadcasting  safety  cam- 
paigns, the  relations  between  the  public 
and  the  transportation  company,  rela- 
tions between  the  employee  and  em- 
ployer, and  kindred  subjects,  along  with 
sufficient  entertainment  to  carry  the 
more  serious  subjects,  that  it  never 
entered  the  advertising  field  and  that 
it  was  not  operated  more  than  six  hours 
a  week.     Mr.  Hufif  said: 

I  may  add  that  we  have  taken  an  active 
part  in  the  scientific  work  of  radio  de- 
velopment. Our  electrical  engineer  is 
chai:man  of  the  committee  of  the  American 
Electric  Railway  Association  for  the  study 
of  radio  interference  and  we  have  been 
making  a  number  of  investigations  to  de- 
termine the  causes  and  possible  remedies 
of  interferences  derived  from  street  railway 
currents,  and  we  shall  continue  this  re- 
search work,  although  we  are  no  longer  in 
the  broadcasting  field. 

Commissioner  Caldwell  has  expressed 
to  Mr.  Huff  the  appreciation  of  the 
Radio  Board  for  his  "public  spirited 
action."  Mr.  Caldwell's  letter  concludes: 

Your  willingness  to  adopt  the  course  in- 
dicated certainly  deserves  the  commenda- 
tion of  the  local  millions  of  listeners  who 
will  benefit.  It  is  to  be  hoped  that  this 
fine  and  unselfish  example  of  your  com- 
pany will  be  voluntarily  followed  by  other 
broadcasters  in  the  metropolitan  area,  to 
the  end  of  helping  the  commission  solve  its 
difficult  problem  of  clearing  the  ether 
channels  for  good  radio  this  fall  and 
winter. 


San  Francisco  Casts  Longing  Eyes 
at  Private  Road 

The  public  utilities  committee  and 
the  finance  committee  of  the  Board  of 
Supervisors  of  San  Francisco,  Cal.,  on 
June  20  considered  the  expiring  fran- 
chises of  the  Market  Street  Railway 
and  instructed  City  Attorney  O'Toole  to 
file  suit  at  once  to  establish  the  date 
of  expiration,  the  city  contending  it 
is  September,  1929,  and  the  railway 
contending  it  is  1932.  Mr.  O'Toole 
has  also  been  asked  to  report  what 
legislation  is  needed  for  the  city  to  take 
over  the  Market  Street  Railway  System. 

According  to  Mr.  O'Toole  three 
things  are  necessary :  placing  valuation 
on  the  properties  of  the  Market  Street 
Railway,  studying  the  elimination  of 
Market  Street  Railway  lines,  and  having 
a  conference  with  California  Cable  Car 
Company  officials  on  properties  to  take 
over.  The  city  attorney  was  author- 
ized to  go  ahead  with  his  work  in  this 
connection,  for  which  a  $30,000  budget 
has  been  appropriated. 


June  30, 1928 


ELECTRIC  RAILWAY  JOURNAL 


1087 


n\ 


Foreign  News 


-ff^t- 


Japan  Opens  Subway 

First  city  in  Orient  to  resort  to  underground 
system  for  traffic  solution 

WITH  the  opening-  of  the  first  link 
of  an  underground  subway  system 
to  the  public  in  December,  1927',  Tokyo, 
Japan,  is  the  first  city  of  the  Orient  to 
adopt  the  subway  as  a  means  of  solving 
traffic  problems.  The  enthusiasm  of  the 
populace  over  the  inauguration  of  what 
was  to  them  a  most  novel  scheme  of 
travel  was  so  great  that  close  to  100,000 
passengers  crowded  the  trains  and  sta- 
tions on  the  opening  day,  and  many  rode 
repeatedly  back  and  forth. 

The  new  subway,  which  is  about  1^ 
miles  long  with  two  intermediate  sta- 
tions, connects  two  thickly  populated 
sections  of  Tokyo  for  which  surface 
lines  had  become  inadequate,  the 
terminals  being  at  Uyeno  and  Asakusa, 
popular  pleasure  resorts.  In  their  con- 
struction and  equipment,  the  engineering 
features  and  general  appearance  are 
very  similar  to  those  of  the  subways  of 
New  York  City.  The  e.xcavation  was 
open  cut,  roofed  over  with  steel.  It  is 
of  rectangular  section  and  is  located 
comparatively  near  the  surface.  The 
stations,  even  to  the  set  spaces  for  ad- 
vertising on  the  walls,  are  like  those  of 
New  York  City,  and  similar  automatic 
turnstiles  are  used.  The  fare  is  10  sen 
(4.6  cents).  The  possibility  of  earth- 
quake disturbance  received  due  con- 
sideration in  the  planning,  and  extra 
precautions  were  taken. 

The  subway  was  built  by  the  privately 
owned  Tokyo  Underground  Railway. 
The  second  part  of  the  system,  consist* 
ing  of  1.3  miles  between  Uyeno  and 
Manseibashi  Stations,  is  now  under  way 
and  will  be  open  for  traffic  in  about  a 
year.  The  cost  of  the  latter  section  will 
be  about  3,000,000  yen  ($1,300,000),  or 
less  than  two-thirds  of  the  cost  per  mile 
for  the  first  section,  owing  to  more 
favorable  terrain  and  as  a  result  of  the 
e.xperience  gained  in  the  construction  of 
the  first  section.  When  the  other  sec- 
tions under  contemplation  are  finished 
the  entire  city  will  be  traversed  and 
traffic  will  be  facilitated  between  the 
outskirts  and  the  business  center  of 
Tokyo. 

The  tunnel  is  12  ft.  high  from  the 
rails,  24  ft.  wide,  increasing  to  36  ft. 
at  the  stations.  It  is  double  tracked 
with  100-lb.  rails,  4  ft.  8i  in.  gage. 

Ten  all-steel  cars  make  up  the  initial 
rolling  stock.  These  were  built  in 
Nagoya  by  the  Nippon  Sharyo  Kaisha 
and  their  motors  and  control  equipment 
were  made  by  the  General  Electric 
Company.  Each  of  the  cars  has  two 
120-hp.  motors,  and  the  maximum  speed 
is  35  m.p.h.,  the  schedule  speed  being 
15i  m.p.h.  Lighting  equipment  and  ac- 
cessories were  furnished  by  the  Tokyo 
Electric  Company.  The  seats  are 
longitudinal,     and     for     standing    pas- 


sengers there  are  enameled  metal  hand 
loops  overhead  which  swing  away  from 
the  center  of  the  aisle  when  not  in  use. 
Each  car  accommodates  40  seated  pas- 
sengers and  80  standing. 

Two  1,000-kw.  rotary  converters  in 
the  substation  supply  the  600-volt  direct 
current.  The  transformers  were  sup- 
plied by  the  Shibaura  Engineering 
Works.  To  insure  continuous  opera- 
tion the  substation  is  provided  with  two 
different  sources  of  power  supply  and 
the  lighting  and  signal  equipments  have 
three  sources  of  supply. 


New  Rolling  Stock  for  London 
Underground   Railways 

Contracts  have  been  placed  for  the 
following  new  equipment  for  the  Lon- 
don Underground  Railway  companies, 
London,  England : 

For  the  Metropolitan  District  Rail- 
way, 101  car  bodies,  184  trucks,  538 
traction  motors,  and  263  control  equip- 
ments. 

For  the  Charing  Cross  &  Hampstead 
and  the  City  &  South  London  Rail- 
ways, 112  cars,  224  trucks,  128  traction 
motors,  127  control  equipments,  and 
170  car  bodies. 

For  the  Baker  Street  &  Waterloo 
Railway,  162  cars,  116  traction  motors, 
and  57  control  equipments. 

Beside  the  above,  136  car  bodies,  612 
bogies,  and  266  traction  motors  have 
been  ordered  conjointly  for  the  Charing 
Cross  &  Hampstead,  the  City  &  South 
London,  and  the  Great  Northern  & 
Piccadilly  Railways,  and  67  control 
equipments  for  the  last-mentioned  line. 

With  the  exception  of  the  112  cars 
for  the  Hampstead  line,  the  whole  of 
the  above  will  replace  old  cars  now  in 
service.  It  is  hoped  to  have  a  large 
proportion  of  the  new  equipment  in 
service  by  the  end  of  this  year,  and 
the  remainder  early  in  1929.  All  the 
orders  have  been  placed  with  British 
firms.  The  new  cars  will  be  fitted  with 
air-operated  doors,  in  place  of  the  gate 
system. 


Bow  Trolley  Experiments 

In  Great  Britain  practically  no  use 
has  been  made  of  the  bow  collector  for 
tramcars,  the  ordinary  wheel  trolley  be- 
ing in  general  service.  On  the  con- 
tinent of  Europe  the  bow  is  better 
known.  Two  leading  British  municipal 
tramway  authorities  now  intend  to  try 
it  out.  Birmingham  is  equipping  50 
cars  with  the  bow,  and  Glasgow  is  about 
to  experiment  on  a  somewhat  smaller 
scale. 


London  Season  Ticket 

Arrangements 

To  simplify  purchase  of  season 
tickets  on  the  London  Underground 
Railways,  London,  England,  the  com- 
panies have  decided  that  all  season 
tickets  will  be  issued  from  the  station 
booking  offices  beginning  July  1,  just 
as  are  ordinary  tickets.  It  will  no 
longer  be  necessary  for  the  passenger  to 
call  at  appointed  season  ticket  offices  or 
to  await  tickets  at  their  home  stations 
sent  from  those  offices.  There  has  re- 
cently been  a  remarkable  growth  in  the 
number  of  sea.son  tickets  issued,  and  it 
is  expected  that  the  new  arrangement 
will  lead  to  further  increase. 


Spanish  Railways  Contemplate 
Electrification 

Electrification  of  certain  mountain 
sections  of  the  Spanish  railways  and 
part  of  the  Catalan  system  where  traffic 
is  intense,  amounting  in  all  to  1,200 
miles,  is  now  under  consideration  by  a 
committee  in  Madrid,  Spain.  The  com- 
mittee expects  to  make  its  report  within 
three  months.  The  Minister  of  Public 
Works  has  set  aside  300,000,000  pesetas 
(approximately  $50,000,000)  for  elec- 
trification, in  the  extraordinary  budget 
of  national  reorganization. 

The  sections  to  be  electrified  are 
about  350  miles  in  the  Norte  system, 
and  a  somewhat  shorter  mileage  in  the 
Madrid-Alicante  system.  The  latter 
sections  are  in  the  Pyrenees  and  in 
Catalonia. 

Success  of  the  electrification  of  the 
Pajares  Tunnel,  which  includes  very 
steep  gradients,  has  encouraged  the 
Spanish  railway  companies,  although  it 
is  not  expected  that  the  substitution  of 
electric  traction  for  steam  will  prove 
equally  advantageous  everywhere  in 
Spain.  This  is  what  the  committee  has 
to  determine,  and  its  task  is  difficult 
owing  to  the  lack  of  comparable 
statistics. 

Successful  electrification  in  Spain  is 
largely  linked  with  the  creation  of  a 
power  belt  around  the  whole  country. 
This  great  work  is  being  considered  by 
the  Ministry  of  Labor,  which  is  collect- 
ing data  and  inviting  technical  pro- 
posals. It  is  stated  that  two  American 
concerns  are  among  the  firms  which 
throligh  Spanish  associates  are  under- 
taking to  advise  the  Ministry.  This 
power  belt  would  tap  water  power  or 
the  so-called  "white  coal"  in  the 
Pyrenees  and  Cantabrian  mountains  and 
on  the  Ebro,  Duero  (as  arranged  in  the 
recent  Hispano-Portuguese  agreement), 
Tagus  and  Guadalquivir  and,  finally,  the 
brown  coal  deposits  .  in  the  Teruel 
region. 

Pending  the  fulfillment  of  the  more 

elaborate  program,  it  seems  certain  that 

the   Spanish   railways  will   continue  to 

electrify  such  sections  as  may  be  feasible. 

• 

Improvement  on   German 

State  Line 

Single-phase  motor-car  service  has 
been  begun  by  the  German  State  Rail- 
way system  between  Leipzig  and  Halle 
and  between  Leipzig  and  Magdeburg, 
23  and  77  miles  apart,  respectively.  The 
service  is  for  local  passengers,  and  is 
given  by  two-car  trains.  The  through 
trains  are  hauled  by  electric  locomotives. 


T 


1088 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  N 0.26 


1 


Recent  Bus  Developments 


Increased  Fare  Sought  on 
Washington  Suburban  Line 

An  appeal  for  relief  in  the  form  of 
„  10-cent  cash  fare,  or  three  tickets 
for  25  cents  for  the  hus  line  operating    changes  are  to  be  effective  July  1. 


the  Cincinnati  Street  Railway,  is  to  be 
taken  over  by  the  City  Transit  Coni- 
pany,  an  independent.  City  Transit  will 
also  obtain  from  the  Blue  Bus  Company 
five   other   lines   feeding   suburbs.     All 


on  Bladensburg  Road,  between  Fifteenth 
and  H  Streets  Northeast,  Washington, 
D.  C,  and  Laurel,  Md.,  has  been  made 
to  the  Public  Utilities  Commission  by 
William  F.  Ham,  president  of  the 
Washington  Railway  &  Electric  Com- 
pany. The  new  schedule  contemplates 
the  issuance  of  free  transfers  between 
the  buses  and  the  cars  on  the  payment 
of  a  10-cent  cash  fare.  Ticket  users 
would  be  required  to  pay  2  cents  addi- 
tional for  a  transfer. 

The  existing  rates  of  fare  on  the 
Bladensburg  bus  line  are  the  same  as 
those  on  the  car  lines  of  the  railway. 
Free  transfers  are  issued  between  the 
buses  and  the  street  cars  at  Fifteenth 
and  H  Streets  Northeast  under  a  five- 
year  agreement  between  the  commission 
and  the  company,  which  expired  on 
April  11. 

Mr.  Ham's  plea  for  a  higher  bus  fare 
was  made  at  a  public  hearing  called 
specifically  by  the  commission  to  de- 
termine whether  the  transfer  arrange- 
ment contained  in  the  five-year  agree- 
ment should  be  disturbed.  He  declared 
that  the  bus  line  suffered  a  loss  of 
$44,511  in  the  five-year  period,  begin- 
ning April  11,  1923,  when  buses  were 
substituted  for  rail  service  on  Bladens- 
burg Road. 


In  commenting  on  the  changes^ 
Walter  A.  Draper,  president  of  the  Cin- 
cinnati Street  Railway,  said: 

The   rearrangement  of  certain  bus  lines    soundness  of  the  theory  of  unified  operation. 


is  a  step  in  the  direction  of  unification  of 
operations.  I  have  several  times  expressed 
the  opinion  that  while  complete  unification 
is  logical  and  ultimately  desirable,  the  time 
had  not  been  reached  when  this  should  be 
brought  about,  because,  in  my  opinion,  it 
can  be  accomplished  gradually  at  less  cost 
to  the  railway  system  (which  is  the  car- 
riding  public  of  Cincinnati)  than  if  it  were 
done  immediately. 

The  Beeler  report  recommends  such  uni- 
fication as  one  of  the  necessary  steps  in 
connection  with  the  operation  of  the  Rapid 
Transit  line.  The  changes  secured  by  the 
city  are  all  in  this  direction  and  will 
materially  help  the  whole  transportation 
system.     It  is  a  practical  recognition  of  the 


Detroit  Buses  Run  at  Loss 

Expert  Mayo  assigns  cause  to  pioneering  nature  of  lines.     Suggests 

bids  for  50  vehicles  be  rejected  and  new  proposals 

called  for  67  40-passenger  autos 

mitted  of  the  specifications  under  which 
additional  equipment  is  to  be  purchased, 
"a  reasonable  stipulation  in  the  light 
of  recent  developments  in  coach  con- 
struction." 

The  report  states  that  the  success  of 
the    bus    enterprise    is    premised    on   a 


WITH  administrative  and  overhead 
costs  of  the  Detroit  Department 
of  Street  Railways  prd{)erly  allocated 
between  the  rail  and  the  coach  lines  the 
loss  for  the  motor  bus  division  for  the 
year  192/  was  $260,492.  This  is  shown 
in  a  report  submitted  to  members  of  the 


Street  Railway  Commission  by  William    knowledge    and    proper    application    of 
B.    Mayo,    advisory    engineer    for    the     production  costs. 


Bus  Line  Rearrangements 
Look  to  Unification 

What  is  believed  to  be  a  long  step 
toward  the  ultimate  unification  of  all 
methods  of  local  transportation  in  Cin- 
cinnati, Ohio,  was  announced  on  June 
22  by  E.  D.  Oilman,  public  utilities 
director,  in  the  transfer  by  purchase  of 


D.  S.  R. 

The  report  was  prepared  for  the  com- 
mission as  the  result  of  a  survey  of  bus 
operating  and  bus  accounting  systems, 
ordered  by  Mayor  Lodge  and  the  com- 
mission on  March  12,  1928,  at  a  session 
of  the  commission  at  which  Commis- 
sioners Gorman  and  Barium  questioned 
the  correctness  of  figures  on  the  cost  of 
bus  operation  in  the  monthly  report  of 
William  M.  Hauser,  then  auditor  of  the 
D.S.R.  Mr.  Gorman  said  that  Mr. 
Hauser's  figures  for  cost  of  bus  opera- 
tion for  February,  1928,  given  as  25.12 
cents  a  mile  were  too  low  and  that  the 
real  figure  was  nearer  34  cents  a  bus- 
mile.  Mr.  Barium  pointed  out,  how- 
ever, that  since  many  of  the  depart- 
ment's motor  coach  lines  are  pioneering 
into  new  and  undeveloped  territory  they 
are  not  expected  to  show  a  profit. 

In  his  survey  of  motor  coach  opera- 


a  number  of  hus  lines,  in  the  .securing 

of  one   independent   competitor   by   the    lions  Mr.  Mayo  was  assisted  by  H.  M. 

Cincinnati    Street    Railwav   and   in   the    Gould,  former  assistant  general   mana 


efTacement  of  one  company  from  the 
field.  This  result  is  a  partial  accomplish- 
ment of  a  plan  set  up  in  the  Beeler  re- 
port, urged  by  C.  O.  Sherrill,  City 
Manager,  and  other  officials  for  co-ordi- 
nation that  will  include  later  operation 
of  the  municipal  rapid  transit  system. 

The  transfers  of  bus  properties  are 
expected  to  avoid  destructive  competi- 
tion and  to  provide  a  better  distribution 
of   lines    serving   sparsely   settled   terri 


ger  of  the  D.S.R.  Mr.  Mayo  is  chief 
engineer  of  the  Ford  Motor  Company 
and  is  a  former  general  manager  of 
the  D.S.R. 

The  occasion  for  the  desire  for  veri- 
fication of  figures  of  bus  operation  arose 
in  connection  with  the  consideration  of 
bids  submitted  to  the  department  on 
Feb.  23  for  furnishing  25  to  50  new 
buses.     In  his  i-ecent  report  Mr.  Mayo     '^j  $260,4927  for'the'year' in' the  motor 


Sections  of  the  report  are  quoted  as  j 
follows : 

Because  of  the  distribution  of  population 
in  the  outlying  sections  of  the  city,  some 
of  the  D.S.R.  coach  lines  are  of  a  pioneer- 
ing nature  and  will  continue  to  be  so  for 
some  time,  and  any  default  accruing  from 
such  operations  must  necessarily  be  offset 
by  a  profit  from  coach  lines  in  more  settled 
districts  or  else  from  the  rail  lines. 

There  is  nothing  new  in  a  situation  of 
this  kind  as  the  same  condition  exists  in 
respect  to  rail  lines  serving  sparsely  settled 
districts  not  only  in  Detroit  but  elsewhere. 
Business  principles  dictate  that  the  number 
and  amount  of  pioneering  lines  should  be 
kept  to  a  minimum,  unless  some  form  of 
subsidy  is  forthcoming,  such  as  a  direct 
contribution  from  the  party  or  parties 
desiring  the  operation  of  such  lines,  or  an 
indirect  subsidy  in  the  form  of  a  general 
fare  increase. 

That  D.S.R.  motor  coach  operations 
comprise  about  20  per  cent  of  the  de- 
partment's activities  is  set  forth,  and  it 
ij  stated  that  it  might  properly  be  ex- 
pected that  the  former  would  bear  a  pro- 
portion of  the  interest,  sinking  fund  and 
managerial  charges,  which  is  not  now 
the  case. 

$260,492  Bus  Loss 

It  is  in  the  setting  of  these  propor- 
tionate costs  against  bus  operation  in 
1927  that  the  Mayo  report  shows  a  loss 


recommends  that  the  former  bids  be  re- 


tory.  The  Cincinnati  Street  Railway  is  jected  and  that  "for  reasons  of  economy 
to  purchase  the  Cincinnati,  Hamilton  &  in  operation,"  sixty-seven  40-passenger 
Dayton  Traction  Company's  bus  connec-  street  car  type  coaches  be  purchased  for 
tion  from  the  Blue  Bus  Company,  a  use  as  follows:  on  the  Plymouth  line, 
connection  operated  from  Government  eight ;  Ford-McGraw  line,  eleven  ;  Liver- 
Square,  in  the  heart  of  the  city,  to  the  nois  line,  twenty-two;  Conant  line, 
interurban  traction  terminal  on  Spring  seventeen ;  and  for  spares,  nine. 
Grove  Avenue,  a  distance  of  about  6  It  is  further  cited  that  by  rejecting 
miles.  The  Mount  Airy  line,  serving  a  the  bids  now  under  consideration,  a 
sparsely  settled  conmnmity.  operated  by  more  careful  consideration  will  be  per- 


bus  division,  whereas  the  department's 
financial  statement  for  the  year  ending 
Dec.  31,  1927,  shows  "there  is  an  in- 
ferred profit  amounting  to  $231,656 
from  coach  operation.  Mr.  Mayo  says: 
Not  only  should  the  proper  allocation  of 
costs  be  made  between  ^he  rail  lines  and 
the  coach  lines,  but  it  should  bo  determined 
which  lines  are  paying  their  way  and  which 
are  not.  This  refers  to  both  the  rail  and 
coach    fines,    but    more    especially    to    the 


June  30, 1928 


ELECTRIC  RAILWAY  JOURNAL 


1089 


latter,  as  they  are  used  to  a  great  extent 
in  a  pioneering  type  of  service  with  a 
tendency  for  such  use  to  increase  because 
of  a  shifting  in  population  to  the  outlying 
districts. 

In  referring  to  iiidividual  lines  the 
report  states  that  by  allocating  propor- 
tionate costs  for  insurance,  interest, 
sinking  fund,  etc.,  the  Chalmers  line  ac- 
tually operated  at  a  loss  of  $17,190  and 
similarly  the  Livernois  line  showed  a 
deficit  of  $14,768  rather  than  a  net  profit 
of  $19,893.  The  Chalmers  line,  as 
shown  in  the  department's  financial 
statement,   showed   a  profit   of   $50,127. 

In  regard  to  the  uses  to  which  various 
types  of  coaches  might  be  put  the  re- 
port says: 

The  21-passenger  coach  has  a  definite  use 
in  sparsely  settled  territory  and  also  in 
some  thickly  settled  territory  where  fre- 
quent headway  is  necessary  or  desirable. 
The  29-passenger  coach  is  the  logical  vehi- 
cle where  the  21-passenger  coach  does  not 
give  the  requisite  capacity,  while  the  40- 
passenger  and  the  61 -passenger  coaches  are 
admittedly  for  use  where  the  loading  is 
concentrated.  For  the  economical  use  of 
vehicles  continuous  research  should  be  made 
of  population,  traffic  and  transportation 
trends. 

Mr.  Mayo  recommends  that  the  Jef- 
ferson Avenue  express  service,  now  run- 
ning between  St  Antoine  Street  and 
Lillibridge  Avenue  be  extended  easterly 
2  miles  to  the  city  limits  and  that  after 
a  suitable  trial  period  a  plebiscite  be 
taken  to  ascertain  the  opinion  of  the 
riders.     Here  the  report  says : 

If  it  is  found  that  the  cost  of  such  serv- 
ice is  greater  than  street  car  service  alone, 
the  plebiscite  might  also  be  employed  to 
ascertain  the  reaction  of  an  increase  in  the 
fare  to  cover  the  extra  cost  of  a  faster 
service. 

The  shifting  of  population  to  the  out- 
lying districts  warrants  a  faster  service 
than  that  given  by  anv  vehicle  stopping 
five  to  eight  times  per  mile,  and  a  faster 
service  if  it  costs  more,  warrants  a  higher 
rate  of  return. 

Figures  are  available  which  show  that 
the  per  capita  riding  of  mass  transpor- 
tation vehicles  is  decreasing,  thereby  mak- 
ing it  necessary  to  employ  means  other 
than  those  used  in  the  past  if  such  vehicles 
are  to  retain  their  position  in  the  trans- 
portation field. 

Schedule  changes,  the  elimination  of 
certain  outlying  coach  lines,  or  their 
amalgamation  with  other  lines  are  con- 
tained in  the  engineers'  suggestions  and 
recommendations  in  the  report  cover 
shop  and  garage  services,  time  keeping 
and  material  issuing  methods,  with  re- 
commendations for  cutting  costs  and 
eliminating  duplication  of  efifort. 


Council,  and  the  company  is  now  await- 
ing the  arrival  of  the  new  equipment. 
Three  coaches  will  be  operated  at  the 
regular  street  car  fare,  with  transfers 
acceptable  on  all  street  car  lines  except 
Grand  Avenue. 


Trial  Operation  on  St.  Joseph 

Line  in  Prospect 

Motor  coaches  will  be  operated  paral- 
lel to  the  Grand  Avenue  car  line  of  the 
St.  Joseph  Railway,  Light,  Heat  & 
Power  Company,  St.  Joseph,  Mo.,  start- 
ing about  July  1,  according  to  Fred  E. 
Henderson,  superintendent  of  the  rail- 
way department.  A  permit  to  operate 
the  coaches  for  60  days  was  asked  by 
the  company  and  granted  by  the  City 


Extension  of  New  Jersey 
Bus  Service 

The  Port  Authority  of  New  York 
announced  on  June  27  that  the  two  new 
bridges  between  Staten  Island  and  New 
Jersey  would  be  opened  officially  for 
traffic  at  5  a.m.  the  following  day. 

At  the  same  time  the  Public  Service 
Interstate  Transportation  Company  an- 
nounced that  it  would  operate  bus  lines 
between  St.  George  and  Elizabethport 
and  Perth  Amboy  over  the  new  bridges 
beginning  June  29. 

By  acquiring  the  crosstown  service 
and  the  Paterson-Lodi  bus  lines  the 
Public  Service  Co-ordinated  Transport 
now  controls  every  passenger  bus  oper- 
ating wholly  within  Paterson.  Both  of 
these  companies  are  affiliated  with  the 
Public  Service  Corporation  of  New^ 
Jersey.  _ 

Competitive  Rights  Sought 

Chicago  Motor  Coach  Company's  petitions 

for  100  miles  of  new  routes  being  heard 

by  Illinois  Utility  Commission 

PLANS  for  a  major  expansion  of 
the  lines  of  the  Chicago  Motor 
Coach  Company  to  coyer  approximately 
100  additional  miles  on  40  streets  in  all 
sections  of  the  city  of  Chicago  are 
involved  in  hearings  now  being  con- 
ducted by  the  Illinois  Commerce  Com- 
mission in  Chicago. 

Three  petitions  for  certificates  of 
convenience  and  necessity,  one  each 
for  west,  north  and  south  side  exten- 
sions, are  being  heard  one  by  one  in 
a  series  that  is  expected  to  extend 
through  most  of  the  summer.  With  its 
present  145  miles  of  route  mileage,  the 
Chicago  Motor  Coach  company  would, 
in  case  the  applications  are  granted, 
operate  a  total  of  245  route-miles.  The 
motor  coach  company  operates  456 
single  and  double-deck  buses  at  present 
and  is  adding  to  its  fleet  each  month. 

The  Chicago  Surface  Lines  and 
several  city  Aldermen  have  been  at- 
tempting to  obtain  permission  from  the 
commission  to  operate  buses  on  many 
of  the  same  street  as  a  part  of,  and 
in  supplement  to,  the  surface  lines  sys- 
tem with  a  7-cent  fare  and  free  trans- 
fers to  connecting  car  lines. 

In  a  similar,  project  contemplating 
bus  service  on  Addison  Street  between 
Sheridan  Road  and  the  west  city  limits, 
for  which  privilege  both  the  motor 
coach  and  surface  lines  companies  had 
applied,  the  commerce  commission  last 
month  granted  the  petition  of  the  bus 
company. 

The  legality  of  the  right  of  the  Illi- 
nois Commerce  Commission  to  em- 
power bus  lines  to  operate  in  Chicago 
streets  without  a  franchise  has  been 
pending  in  the  Illinois  Supreme  Court 
for  more  than  two  years. 


Bus  Extension  Planned  by 
East  St.  Louis  Company 

The  East  St.  Louis  &  Suburban  Rail- 
way filed  with  the  Illinois  Commerce 
Commission  at  Springfield,  111.,  on  June 
21,  three  applications  for  permission  to 
abandon  electric  railway  service  in  St. 
Clair  and  Madison  Counties  and  sub- 
stitute buses.  The  company  would 
abandon  electric  railway  service  from 
the  northern  city  limits  of  Collinsville 
to  Edwardsville ;  through  service  from 
Collinsville  to  Edgemont,  and  all  pas- 
senger service  from  St.  Louis  and  East 
St.  Louis  to  O'Fallon  and  Lebanon,  111., 
via  Edgemont  and  French  Village.  It 
has  also  asked  the  right  to  take  up  its 
tracks  between  Collinsville  and  Ed- 
wardsville from  French  Village  to 
Long's  Junction,  on  the  outskirts  of 
Collinsville,  and  from  Lebanon  to 
O'Fallon. 

Simultaneous  with  these  applications 
the  Blue  Goose  Motor  Company,  Inc., 
the  bus  subsidiary  of  the  railway,  filed 
requests  to  operate  bus  service  from 
Collinsville  to  Edwardsville,  from  Edge- 
mont to  Collinsville  and  the  Eads  Bridge 
station  in  St.  Louis,  Mo.,  through  East 
St.  Louis  via  Eighth  Street,  St.  Clair 
Avenue  and  Illinois  Highway  No.  12  to 
French  Village,  O'Fallon  and  Lebanon, 
111.  This  company  now  operates  a  de 
luxe  motor  coach  service  from  the  Eads 
Bridge  station  to  Belleville,  Alton  and 
Vandalia,  111. 


Hollywood  Board  Wins  on 
Improved  Services 

A  petition  of  the  Hollywood,  Cal., 
Chamber  of  Commerce  for  a  permit  to 
operate  a  crosstown  bus  service  in 
Hollywood,  Cal.,  was  denied  by  the 
Board  of  Public  Utilities  on  June  19. 
The  board  did  grant  permits,  however, 
for  crosstown  extensions  totaling  6 
miles,  to  the  Los  Angeles  Railway  and 
Pacific  Electric  Railway  motor  coach 
divisions  with  the  approval  of  the  Holly- 
wood Chamber  of  Commerce. 


North  Shore  Feeder  System 
Transferred  to  Subsidiary 

The  Metropolitan  Motor  Coach  Com- 
pany will,  on  July  1,  take  over  the 
extensive  motor  coach  service  of  the 
Chicago,  North  Shore  &  Milwaukee 
Railroad.  In  the  official  announcement 
on  June  26  Fred  A.  Klock,  general  man- 
ager of  the  Metropolitan  system,  said: 
"We  will  continue  to  operate  coaches 
over  established  routes  on  regular 
schedules  as  cross-country  feeders  to 
North  Shore  Line  trains.  Bringing  the 
bus  lines  under  a  centralized  manage- 
ment, however,  will  permit  of  more  effi- 
cient operation  such  as  should  be  of 
great  benefit  to  motor  coach  patrons." 

Service  of  the  Metropolitan  Motor 
Coach  Company  has  been  restricted  in 
the  past  to  the  operation  of  coaches  on 
limited  schedules  between  the  Chicago 
Loop  and  downtown  Milwaukee. 
Upon    taking    over    the    North    Shore 


1090 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.26 


Line's  bus  facilities  it  will  extend  its 
operations  over  twelve  routes  connect- 
ing North  Shore  communities  with  prin- 
cipal resorts  in  the  northern  Illinois  and 
southern  Wisconsin  lake  regions  and  im- 
portant communities  to  the  west  of  the 
rail  lines.  The  Metropolitan  Motor 
Coach  Company  operates  the  popularly 
known  "Marigold  Coaches."  All  the 
coaches  of  the  Metropolitan  system  are 
painted  goldenrod  with  green  trim  and 
bear  the  monogram  reading  "Marigold 
Coaches — Metropolitan  System." 

Other  companies  included  in  this  net- 
work of  motor  coach  lines  serving  com- 
munities throughout  the  Chicago  metro- 
politan area  are:  The  Western  Motor 
Coach  Company,  operating  coaches  be- 
tween Chicago  and  western  suburbs  in 
the  Fox  River  Valley ;  the  Niles  Center 
Transit  Ccmpany,  furnishing  service 
between  Chicago  and  suburban  points 
to  .the  northwest;  the  Northwestern 
Transit  Company,  operating  local  bus 
service  in  Oak  Park,  111.,  and  the 
Evanston  Bus  Company,  furnishing  local 
coach  service  in  Evanston.  111.  The 
new  Union  Bus  Depot,  at  Roosevelt 
Road  and  Wabash  Avenue  in  the  down-  ' 
town  section  of  Chicago,  is  the  main 
terminal  for  all  coaches  of  the  Metro- 
politan system  operating  in  and  out  of 
Chicago. 


m 


Financial  ami  Corporate 


=g«^fc= 


Service  Between  Joliet  apd 
Chicago  Arranged 

The  Chicago  &  Joliet  Transportation 
Company,  the  Illinois  Traction  System 
and  the  Alton  Transportation  Company, 
the  first  and  the  last  bus  subsidiaries  of 
electric  railways,  have  been  granted 
certificates  of  convenience  and  necessity 
for  the  operation  of  bus  routes  which 
will  hook  up  a  Chicago-St.  Louis 
through  schedule  and  are  believed  to 
be  a  forerunner  of  the  granting  of  one 
certificate,  covering  the  entire  route,  to 
one  of  the  companies,  as  soon  as  satis- 
factory schedules  and  agreements  are 
worked  out  among  the  three  transpor- 
tation concerns. 

The  Chicago  &  Joliet  will  run  between 
Chicago  and  Joliet,  the  Alton  Trans- 
portation between  Joliet  and  Carlinville 
and  the  Illinois  Traction  System  from 
Carlinville  to  St.  Louis.  The  franciiised 
companies  plan  to  establish  from  two 
to  four  buses  each  way  daily  within  the 
next  60  days  with  more  frequent  trips 
between  the  Joliet  and  the  Chicago  ter- 
minals. 


Substitution  in  Prospect 
in  Lincoln 

A.  H.  Cuppley,  manager  of  the  Uni- 
versity Transit  Corporation,  Cham- 
paign, 111.,  was  in  conference  with 
Lincoln,  111.,  city  officials  recently  and 
as  a  result  it  is  likely  that  bus  service 
will  be  installed,  probably  by  July  1. 
The  bus  lines  will  supplant  the  railway 
service,  suspended  on  May  15.  Bids 
will  be  received  by  the  city  on  July  23, 
.for  junking  the  cars,  tracks  and  all 
-Other  equipment. 


Three  Class  "A"  Massachusetts 
Roads 

The  Springfield  Street  Railway, 
Springfield,  Mass.,  is  one  of  three  elec- 
tric railways  in  the  state  whose  securi- 
ties are  listed  by  the  Department  of 
Public  Utilities  as  legal  investments  at 
this  time  for  Massachusetts  savings 
banks.  The  other  two  are  the  Boston 
Elevated  Railway  and  the  Union  Street 
Railwav,  New  Bedford. 


Capper  of  Kansas  Seeks  Help 
on  Washington  Merger 

Senator  Capper,  chairman  of  the  Sen- 
ate Committee  on  the  District  of  Colum- 
bia, in  a  letter  to  the  Bureau  of  Effi- 
ciency on  June  22,  requested  that  the 
,  bureau  make  a  study  of  the  plan  now 
under  consideration  for  the  merger  of 
the  street  railways  of  the  District  of 
Columbia.     Mr.  Capper  said  in  part : 

"I  should  be  glad,  if.  during  the  re- 
cess of  Congress,  your  bureau  could 
study  the  railway  merger  problem  in 
Washington,  as  presented  for  the  con- 
sideration of  our  committee  in  the  pro- 
posed unification  agreement  and  joint 
resolution.  I  leave  to  your  own  discre- 
tion the  amount  and  character  of  your 
study  of  this  matter. 

"The  sub-committee  of  which  I  am 
chairman,  under  authority  of  a  Senate 
resolution,  is  authorized  to  expend  not 
exceeding  $10,000  for  expert  assistance, 
ard  we  have  engaged  Dr.  Milo  R. 
Maltbie,  to  assist  us.  There  is  no  rea- 
son, however,  why  we  should  not  have 
the  benefit  of  an  independent  investiga- 
tion conducted  by  your  bureau,  if  you 
are  willing  to  undertake  a  study  of  the 
problem  and  have  available  whatever 
assistance  may  be  needed. 

"I  leave  to  your  judgment  the  form 
and  plan  of  your  investigation,  as  well 
as  its  scope,  but  the  full  committee  and 
the  Senate,  as  well,  would  be  better  able 
to  deal  with  the  problem  of  the  merger 
if  equipped  with  information  on  these 
subjects : 

1.  Fair  value,  for  rate-making  purposes, 
of  the  properties  to  be  merged. 

2.  Physical  condition  of  the  properties, 
including  equipment. 

3.  Condition  of  income  and  profit  ac- 
counts of  the  carriers  (whether  accurately 
and  uniformly  kept  in  accordance  with 
standard  practice.) 

4.  Present  depreciation  reserves  and  pro- 
visions for  reserve  after  merger. 

5.  Comparison  of  rates  of  fares  in  other 
cities. 

6.  Comparison  of  operating  costs  ratio 
in  Washington  and  elsewhere. 

7.  Comparison  of  fixed  costs  ratio  and 
general  administration  expense  in  Washing- 
ton and  elsewhere. 

8.  Comparison  of  power  cost  to  street 
railways  now  and  after  merger.     Practice 


of  railways  in  other  cities  as  to  pu.xjase 
or  manufacture  of  power. 

9.  Possible  economies  through  merged 
operation. 

10.  Car-miles  operated  per  revenue  pas- 
senger here  and  elsewhere  (to  determine 
possible  economies  in  routing,  etc.). 

11.  Future  of  bus  relationsliip  to  railway 
operation,  and  particularly,  question  of 
transfer  charges. 

"I  should  like  to  have  your  comments, 
in  due  time,  upon  any  features  of  the 
proposed  merger  agreement  that  you 
care  to  discuss  after  investigation.  If, 
your  study  of  the  situation  convinces 
you  that  the  merger  proposal  is  the  best 
possible  under  the  circumstances,  I  shall 
Ije  glad  to  have  your  reasons  for  that 
opinion." 


Conferences  Look  to 
Ontario  Acquisition 

Negotiations  are  under  way  looking 
to  the  acquisition  of  the  W^indsor.  Essex 
&  Lake  Shore  Railway,  a  36-mile  rail- 
way extending  from  Windsor  to  Leam- 
ington, Ont.,  Canada,  by  the  munici- 
palities and  its  operation  on  their  behalf 
by    the    Hydro-Electric    Power    Com- 


J.  F.  Collins  Receiver  as  Part  of 
Readjustment  Plan 

John  F.  Collins,  vice-president  and 
general  manager,  has  been  named  re- 
ceiver of  the  Michigan  Electric  Rail- 
way, operating  city  lines  in  Lansing, 
Battle  Creek,  Kalamazoo  and  Jackson 
and  interurban  lines  between  these 
cities,  and  to  Owosso  and  St.  Johns,  by 
U.  .S.  District  Judge  Charles  S.  Simons 
in  Detroit.  The  move  is  a  forerunner 
of  a  general  reorganization  of  the  com- 
pany, to  be  negotiated  at  an  early  date. 

The  appointment  of  Mr.  Collins  as 
receiver  marks  the  third  post  that  he  is 
cccupying  for  Michigan  electric  lines  in 
that  capacity,  he  having  been  named  re- 
ceiver for  the  Detroit,  Jackson  &  Chi- 
cago Railway  and  the  Michigan  Rail- 
road some  time  ago. 

Mr.  Collins  was  also  acting  for  the 
Michigan  United  Railways,  when  it  was 
reorganized  into  the  Michigan  Electric 
Railway  in  1923. 

Lack  of  business,  due  to  competition 
of  the  automobile  and  buses  over  con- 
crete highways  is  ascribed  as  the  reason 
for  the  inability  of  the  Michigan  Elec- 
tric to  pay  its  bond  interest  since  Jan. 
1,  1925.  To  date  the  accrued  interest 
amounts  to  $1,550,000. 

When  the  Michigan  United  Railways 
went  into  the  hands  of  a  receiver  in 
1920.  a  similar  condition  existed,  and  in 
1923.  when  a  reorganization  was  ef- 
fected, bondholders  agreed  to  accept  50 
cents  on  the  dollar.  Approximately  255 
miles    of    electric    railway    lines    at'e 


June  30,  1928 


ELECTRIC  RAILWAY  JOURNAL 


1091 


operated  by  it,  having  an  appraised 
value  of  $15,000,000. 

The  receivership,  according  to  Mr. 
Collins,  will  bring  no  immediate  changes 
in  the  personnel  of  the  road,  and  busi- 
ness will  be  carried  on  as  usual,  both 
in  Jackson  and  in  ether  cities  where 
the  lines  touch. 

Meanwhile  the  company  will  con- 
tinue its  efforts  to  secure  franchises  to 
operate  trucks  and  buses  on  highways 
paralleling  its  lines,  Mr.  Collins  an- 
nounced.   Hearings  on  this  subject  have 


already  been  held  before  the  State 
Utilities  Commission,  and  a  ruling  is 
expected  to  come  within  a  few  weeks. 

The  Michigan  Electric  Railway,  if 
it  is  given  franchises  on  state  highways, 
^NOu\A  operate  a  store  to  door  system, 
used  its  facilities  to  carry  on  the  work. 
Whether  interurban  or  city  street  car 
lines  would  be  abandoned  in  the  event 
the  motor  freight  franchise  would  be 
granted,  would  depend  on  its  future  in- 
come from  these  sources,  officials  of  the 
company  have  declared. 


Wants  Municipal  Road  Out  of  Politics 

Superintendent  of  San  Francisco  system  sees  this  as  immediate  need. 

Confidence  of  public  in  system  shaken.    Condemns  construction 

of  extensions  for  purposes  of  political  expediency 


NO  ACTION  has  been  taken  on 
the  report  made  by  Superin- 
tendent Boeken  of  the  San  Francisco 
Municipal  Railway,  San  Francisco, 
Cal.,  to  the  Board  of  Public  Works  on 
the  future  financial  outlook  for  the 
system.  It  will  be  recalled  that  Mr. 
Boeken  said  that  it  must  be  plain  that 
in  order  to  remove  the  railway,  as  well 
as  other  public  utilities,  as  far  as  pos- 
sible from  political  control  and  influ- 
ence, it  is  imperative  that  a  non- 
political  public  utility  commission  be 
created  and  be  intrusted  with  the  future 
destinies  of  all  of  San  Francisco's  public 
utilities. 

Twice  has  Mr.  Boeken  been  called 
before  meetings  by  the  Mayor  and  the 
Supervisors  and  cross-examined,  but  he 
has  stuck  to  his  guns.  The  superin- 
tendent submitted  his  report  with  the 
hope  that  it  "will  bring  clearly  to  the 
mind  of  everyone  just  what  the  railway 
has  done,  is  doing  and  will  be  able  to 
do  in  the  future  on  a  5-cent  fare  if  a 
proper  policy  is  adopted."  He  is  con- 
fident that  "if  the  recommendations  and 
suggestions  are  carried  out  there  need 
be  no  cause  for  alarm  as  to  the  future 
financial  welfare  of  the  railway  in- so  far 
as  it  is  now  developed."  He  says  in 
conclusion : 

It  is  unfortunate  that  the  confidence  of 
the  public  in  those  intrusted  with  the  wel- 


fare of  the  Municipal  Railway  has  been 
shaken,  at  least  to  a  certain  extent,  as 
evidenced  by  the  defeat  of  the  proposed 
bond  issues   for  extensions  last  year. 

The  yielding  to  unreasonable  requests 
for  extensions,  increased  service,  etc., 
which  resulted  in  using  up  large  sums  of 
money  from  the  reserve  funds,  requests 
that  in  some  instances  had  very  little 
merit  and  deserved  very  little  considera- 
tion and  which  did  not  have  the  unqualified 
indorsement  of  those  competent  to  pass 
upon  such  matters,  is  no  doubt  largely 
responsible  for  this  loss  of  confidence. 

It  is  vitally  important  that  anything 
hinting  of  politics  be  removed  from  the 
future  policies  and  operation  of  the  Mu- 
nicioal  Railway,  to  the  end  that  public 
confidence    shall    be    fully    restored. 

Of  the  ability  of  the  system  to  expand 
he  says : 

There  is  no  doubt  but  that  the  ability 
of  the  system  to  pioneer  and  develop  new 
districts,  furnish  through  service  to  those 
districts  long  before  the  revenue  received 
warranted  the  same,  all  on  a  5-cent  fare 
and  without  any  additional  financing  there- 
for (moneys  being  taken  from  reserve 
funds  to  buy  new  equipment,  lay  new 
tracks,  start  bus  lines,  etc.),  has  been 
overrated,  and  with  the  completion  of  the 
Judah  Street  line  the  moneys  in  the  old 
denreciation  fund  will  be  practically 
exhausted. 

These  expenditures  helped  to  develop 
certain  districts  and  added  to  the  assess- 
ment roll   of  the  citv,  but  the   increase 


STATEMENT  OF  FUNDED  DEBT  AT  SAN  FRANCISCO 


Issue 

Geary  Street 1910 

Market  Street 1910 

Municipal  Railway.  .      1913 

Totals 


Total 
Issued 
$1,900,000 
81,000 

3,500,000 

$5,481,000 


Annual 


Interest 
Rate 


Maturity     Per  Cent 


$95,000 
3,000  and  1 
6,000      J 
100,000 


5 


Final 
Redemption 
July    I,  1934 
July    I,  1934 
Dec.    I,  1952 


Unmatured 

$665,000 

30,000 

2,500.000 


Retired 
$1,235,000 
51,000 
1,000,000 


$198  000) 
and  'r 
201,000  I 


$3,195,000       $2,286,000 


Note — Geary  Street  and  Market  Street  redemption  date  is  July  I  of  each  year. 
Municipal  Railway  redemption  date  is  December  of  each  Vear. 


OBLIGATIONS  TO  BE  MET  . 

Bond  redemption,  July  I,  1928 , $96,000 

Bondinterest  (Municipal  Railway  bonds)  June  1,  1928 62,500 

Bond  interest  (Geary  Street  and  Market  Street  bonds) ,  July  I,  1928 15,637 

Market  Street  Railway  account,  Crossing  Litigation 32,000 

Total  obhgations $206, 1  37 


in  revenue  to  the  Municipal  Railway 
was  in  no  way  in  keeping  with  the 
increased  cost  of  operation. 

The  loss  in  the  operation  of  buses 
causes  operating  deficits  which  make 
serious  inroads  on  the  reserve  funds 
and  call  for  grave  consideration.  Mr. 
Boeken  says : 

While  the  Municipal  Railway's  ability 
to  do  all  these  things  on  a  5-cent  fare 
has  been  marveled  at,  it  would  have  been 
wiser  had  a  different  policy  of  financing 
been  pursued,  to  the  end  that  the  reserves 
for  depreciation,  etc.,  had  been  kept  to  a 
healthy  level,  thereby  saving  the  necessity 
of   undoing   some   of   these   acts. 

The  total  bonds  issued  for  the  railway 
was  $5,481,000,  as  against  a  present 
road  and  equipment  account  of  $8,636,- 
839,  showing  a  difference  of  $3,155,839 
spent  for  additions  and  betterments,  as 
of  June  30,  1927.  But  the  superin- 
tendent says : 

In  the  face  of  the  growing  ratio  of 
operating  expense  to  revenue  the  deple- 
tion of  the  reserve  funds  to  an  ebb  so 
low  was  not  wise  and  some  other  method 
of  financing  some  of  these  extensions 
should  have  been  followed.  If  only  the 
extensions  indorsed  by  those  qualified  to 
pass  on  such  matters  are  submitted  to 
the  people  at  a  bond  election  they  will 
'eceive   the   hearty   support   of   the   voters. 


RATIO  OF  OPERATING  EXPENSE  TO 
REVENUE,  IN  PER  CENT 


1918 

391 

1923 

77 


1919 

1920 

694 

75 

1924 

1925 

m 

78 

1921  1922 

^^  74| 

1926  1927 

793  84J 


A  Statement  of  funded  debt  was 
offered  to  show  what  the  Municipal 
Railway  has  done  in  the  way  of  paying 
off  the  original  debt.  Almost  half  of 
the  bonds  have  been  retired,  and  the 
balance  is  being  paid  off  at  the  rate 
of  $200,000  a  year.     The  report  says: 

It  will  not  be  possible,  nor  does  it  seem 
fair,  in  view  of  the  present  high  cost  of 
operation,  to  expect  the  Municipal  Rail- 
way to  be  able,  out  of  receipts,  to  set  aside 
3  per  cent  of  the  total  cost  of  the  road 
and  equipment,  amounting  to  more  than 
$250,000  a  year,  as  provided  for  by  Or- 
dinance No.  7060,  May  1,  1926,  for  re- 
placement, reconstruction  and  depreciation, 
and  at  the  same  time  pay  off  the  original 
debt  of  the  system  to  the  extent  of 
$200,000  a  year. 

The  result  of  operation  for  the  calen- 
dar year  1927  indicates  that  about 
$140,000  would  have  been  all  that  could 
have  been  placed  in  the  depreciation  fund 
had  there  been  no  other  funds  available 
to  meet  the  bond  redemption  payments. 
Due  to  the  fact  that  reserves,  in  so  far 
as  the  old  depreciation  fund  is  con- 
cerned, will  be  practically  all  used  up 
in  the  completion  of  the  Judah  Street 
Line,  it  will  be  necessary  to  look  to  the 
present  depreciation  fund  for  relief  in 
meeting  the  semi-annual  bond  redemp- 
tion payments.     Mr.  Boeken  then  says : 

With  certain  savings  to  be  made,  as 
recommended  in  this  report,  and  with  a 
gradual  increase  in  receipts,  as  indicated, 
of  more  than  2  per  cent  since  November, 
1927,  it  should  be  possible  without  resort- 
ing to  any  drastic  measures  in  the  way 
of  service  reduction  (which  I  believe  would 


1092 


ELECTRIC  RAILWAY  JOURNAL 


Vol.7\,No.26 


AVAILABLE  RESOURCES  AT  SAN  FRANCISCO 

Cash  balance.  Municipal  Railway  operative  fund,  Jan.  31,  1928 *t}'n«o 

Accrued  interest  on  securities  owned : VvTc 

Due  account  West  Portal  Avenue ^.' I J 

Due  from  Harbor  Commission ?'^^? 

Estimated  subsidy  from  Harbor  Commission  on,  five  months  at  $475  (Feb.  ItoJuly  I,  1928) «,fnit 

Estimated  income  from  operations,  February  to  July,  1 928 *25,045 

Total  resources iit'iio 

Estimated  deficit. ■ .......                   »9},739 

In  addition  to  the  resources  hsted  above,  there  are  Accounts  Receivable  as  loUows: 

Due  from  general  fund  account  Twin  Peaks  Tunnel..  . *i;'I?7 

Due  from  general  fund  account  Stockton  Street  Tunnel I'nnn 

Due  from  general  fund  account  Ocean  Shore  Switching '|000 

Total  accounts  receivable .  . ,?no'»?t 

Unencumbered  balance  accident  reserve  fund,  Jan.  3 1,  1928         *i,o'?5? 

Unencumberedbalancedepreciationreservefund,  Jan  31,  |y2B cMat 

Unencumbered  balance  depreciation  fund  Jan.  31,  1928 i\,3*J 

$540,186 

Note: The  construction  of  a  garage,  estimated  at  $50,000,  including  land,  is  considered  very  necessary 

for  the  housing  and  repairing  of  buses.  u      ^       ■  t  .17  177  70        1    nain 

♦For  the  seven  months  ending  Jan.  31,  1928,  operating  revenue  showed  an  increase  of  $37,377.  78,  or  1 .  8938 
per  cent.  During  the  same  period  operating  expenses  increased  $88,721 .63,  or  5.  3153  per  cent.  Assuming 
the  same  ratios  of  increase  in  revenues  and  expenses  for  the  remaining  five  months  of  the  fiscal  year  will  leave 
a  net  income  of  $25,045.  97,  after  deducting  $107,960.  50  for  Depreciation  reserve  and  $36,250  for  Accident 
reserve.  • 


be  unwise)  materially  to  build  up  the 
depreciation  fund,  at  least  to  a  greater 
extent  than  was  done  last  year.  Any  def- 
icits in  the  future  might  well  be  consid- 
ered as  "Deferred  Depreciation  Liabilities" 
to  be  repaid  as  soon  as  the  annual  bond 
redemption  payments  are  reduced,  which 
will  be  in  1934. 

A  very  clear  idea  of  the  state  of 
Municipal  Railway  finances,  as  of  Jan. 
31,  1928,  since  operating  under  the  pro- 
visions of  Ordinance  No.  7060  of  the 
Board  of  Supervisors,  efTective  May  1, 
1926,  is  conveyed  in  the  accompanying 
statement  of  obligations  to  be  met. 


INCREASE    IN    RECEIPTS    FOR   PAST    FIVE 
YEARS 

Increase  Over  Previous 


Calendar 
Year 
1922 

Receipts 
$2,922,720 

1923 
1924 
1925 
1926 
1927 

3,077,991 
3,202,252 
3,328,099 
3,341,940 
3,355,981 

Year 


Amount 

$155,270 

124,261 

125,847 

13,840 

14,041 


Per  Cent 

5.3125 

4.0371 

3.9300 

.4159 

.4202 


In  summing  up  the  car  line  schedules, 
it  did  not  appear  to  Mr.  Boeken  that 
any  appreciable  reduction  in  service 
could  wisely  be  made;  in  fact,  .while 
slight  reductions  might  be  reasonably 
made  on  some  lines,  the  saving  would 
hardly  meet  the  increases  properly  due 
other  lines.  The  superintendent  said 
that  the  excellent  record  made  by  the 
men  who  operate  the  cars,  good  road- 
bed and  perfect  condition  in  which  the 
rolling  stock  has  been  maintained  have, 
to  a  great  extent,  been  responsible  for 
keeping  down  accidents  and  made  pos- 
sible the  large  saving  under  the  amount 
estimated   as  necessary. 

Since  May  1,  1926,  2^  per  cent  of 
the  gross  passenger  revenue  has  been 
set   aside    for    accident    reserves,    with 


$100,000  from  the  former  fund  as  an 
initial  deposit. 

In  commenting  on  the  item  "Reve- 
nue Credits"  Mr.  Boeken  says  it  is 
not  a  proper  method  to  pursue,  as  no 
like  allowance  is  made  to  street  car 
lines  for  transfers  received  from  bus 
lines,  the  result  being  that  bus  lines 
are  credited  with  7^  cents  and  the  car 
lines  with  2^  cents  of  each  round-trip 
fare. 

A  table  of  bus  fare  rates  charged  by 
the  various  railways  operating  buses 
was  introduced  to  bring  out  the  fact 
that  the  Municipal  Railway,  with  a 
charge  of  5  cents  with  nothing  addi- 
tional for  a  transfer,  is  receiving  a 
much  lower  rate  of  fare  than  the 
average  of  8.48  for  245  other  com- 
parable   installations. 

Mr.  Boeken  said  the  elimination  of 
transfers  between  buses  and  street  cars 
would  not  create  an  unreasonable  rate 
of  fare,  taking  into  consideration  the 
length  of  route,  etc.,  and  he  recom- 
mended that  these  transfer  privileges 
be  discontinued. 

The  estimated  increase  resulting  from 
the  recommendations  made  in  the  report 
approximate  $50,000  a  year  and  "will 
very  materially  build  up  our  reserve 
funds."  He  frowned  upon  any  further 
reduction  of  schedules. 


Loss  on  Bamberger  Line  ^6,642 

A  loss  of  $6,642  was  suffered  by  the 
Bamberger  Electric  Railroad,  Salt  Lake 
City,  Utah,  in  1927.  The  reports  show 
the  operating  revenues  were  $559,229, 
or  $14,1 18  less  than  in  1926.  Operating 
expenses  were  $444,711,  or  $156  less 
than  in   1926,  leaving  the  net  revenue 


TOTAL  LOSS  ALL  SAN  FRANCISCO  MUNICIPAL  BUS  ROUTES 

Calendar  Year  1 927  Five  Years 

Receipts .' $98, 1 44  $269,825 

Mileage 691,814  2,194(720 

Number  of  passengers  (cash) 1,962,401  5,397,801 

Number  of  transfers 977,039  3,334,115 

Number  of  quartermaster  tickets 300  723 

Number  of  school  tickets 55,368  186,458 

Loss  exclvtiivc  of  revenue  tickets $108,679  $279,524 

Loss  including  revenue  credits 82,853  191,469 

Operating  cost  per  mile .  29896  .  25031 

Operatingrevenueper  mile,  including  revenue  credits* .  17920  .  16307 

Operating  revenue  per  mile  exclusive  of  revenue  credits .14187  .12294 

•  The  item  "Revenue  Credits"  consists  almost  wholly  of  an  allowance  of  2}  eenta  for  each  transfer  received 
on  buses  from  street  cars. 


from  railway  operations  at  $114,578. 
This  is  a  sum  $13,961  higher  than  the 
preceding  year.  From  a  gross  income 
of  $82,996  the  company  had  total  deduc- 
tions amounting  to  $89,639. 


Receiver  Likely  for  Auburn  dC 
Syracuse  Road 

T.  C.  Cherry,  president  of  the  Aubun» 
&  Syracuse  Electric  Railroad,  Syracuse, 
N.  Y.,  is  slated  for  appointment  as  re- 
ceiver of  the  company.  More  than  a 
year  ago  the  company  defaulted  in  the 
payment  of  the  interest  on  its  bonds. 
Since  then  a  protective  committee  rep- 
resenting the  bondholders  has  been  at 
work  securing  pledges  of  the  bonds. 
That  committee  now  has  about  finished 
its  task.  Mr.  Cherry  is  receiver  of  the 
Empire  State  Railroad.  Recent  moves 
in  connection  with  both  of  these  com- 
panies presage  their  probable  early  re- 
organization. 


^155,344  Deficit  in  Indianapolis 

Total  net  earnings  of  the  Indianapolis 
Street  Railway,  Indianapolis,  Ind.,  less 
taxes  for  the  year  ended  Dec.  31,  1927, 
were  $940,770.  From  this  figure  $639,- 
914  was  subtracted  for  interest  deduc- 
tions, leaving  a  surplus  exclusive  of  ac- 
crued depreciation  of  $300,855.  After 
the  consideration  of  deductions  from  this 
surplus  the  balance  was  a  deficit  of 
$155,344.  These  figures  were  disclosed 
in   the   annual    report   of   the   company 


EARNINGS  AND  OPERATING  EXPENSES  OF 
THE  INDIANAPOLIS  STREET  RAILWAY 
Earnings  1927  1926 

Passenger  receipts — 

City  Unes $4,313,446  $4,425,529 

Transfer  receipts — 

City  lines 293,938        310,866 

Miscellaneous  earnings — 
Track  rentals 807,285       782,398 

Gross  earnings $5,414,670  $5,518,794 

Operating  expenses — 

Maintenance    of    way    and 
structures $588,132      $610,914 

Maintenance  of  equipment.        499,122        502,982 

Total  maintenance $1,087,255  $1,113,896 

Operation  of  power  plant  and 

substation $760,689  $756.8 1 3 

Operation  of  cars  and  buses....     1,911,591  2,028,500 

General  expenses 418,440  444,135 

Total  operating  expenses. . .   $4,177,976  $4,343,346 

Net  earnings $1,236,693  $1,175,447 

Less  taxes 295,923        294,872 

Netearnings,  ess  taxes... . ..      $940,770      $880,575 


and  presented  at  the  annual  meeting 
of  the  stockholders  June  13,  1928. 

On  the  subject  of  buses  the  report 
says  that  the  company  recognized  the 
necessity  of  a  co-ordinated  system  of 
street  railway  and  bus  transportation  in 
the  city  of  Indianapolis  and  so  through 
an  order  of  the  Public  Service  Com- 
mission acquired  the  entire  capital  stock 
of  the  People's  Motor  Coach  Company. 
At  the  present  time  45  buses  are  being 
operated  by  the  People's  Motor  Coach 
Company  and  27  by  the  Indianapolis 
Street  Railway. 

During  the  year  the  erection  and  in- 
stallation of  equipment  of  five  new  sub- 
stations   were    completed.      Many    im- 


June  30, 1928 


ELECTRIC  RAILWAY  JOURNAL 


1093 


provements  in  replacement  and  renewal 
work  were  also  effected. 

Benefits  resulting  to  employees  and 
their  families  from  the  operation  of  the 
pension  fund  and  benefit  association 
justified  the  company's  annual  contribu- 
tion of  $5,000.  During  the  year  1927 
$30,354  was  paid  to  employees  and 
beneficiaries  out  of  these  two  organiza- 
tions. 

^ 

Bonds  to  Finance  Improvements 
on  Indiana  Line 

Authority  to  issue  $1,000,000  of  25- 
year  6  per  cent  first  mortgage  bonds 
and  to  issue  10,000  shares  of  common 
stock  and  sell  100  shares  at  $100  each 
was  asked  in  a  petition  filed  with  the 
Indiana  Public  Service  Commission  re- 
cently by  the  Indianapolis  &  Southeast- 
ern Railroad.  The  company  recently 
took  over  the  property  of  the  Indian- 
apolis &  Cincinnati  Traction  Company 
following  its  sale  under  foreclosure. 
The  petition  sets  out  that  proceeds  from 
the  securities  are  to  be  used  to  con- 
summate the  deal  and  make  other  pur- 
chases and  additions,  including  ten  new 
cars  to  cost  $185,000. 


Personal  Items 


=So^^ 


T.  A.  Kenney  Allied 
Vice-President 

Officer  of  Hodenpyl-Hardy  companies  and 

chairman  of  railway  association's  finance 

committee  in  executive  post  with 

new  consolidated  company 

TA.  KENNEY  has  been  elected  a 
•  vice-president  and  director  of  the 
Allied  Power  &  Light  Corporation, 
New  York,  formed  recently  to  consoli- 
date the  interests  of  Hodenpyl,  Hardy 
&  Company,  Inc.,  and  Stevens  &  Wood, 
Inc.  He  was  recently  made  a  direc- 
tor of  the  Commonwealth  Power 
Corporation. 

Mr.  Kenney 's  entire  business  career 
has   been   spent   in   the   utility  business. 


Amendments  Sought  to  Central 
Public  Service  Charter 

At  a  meeting  to  be  held  on  July  9 
stockholders  of  the  Central  Public  Serv- 
ice Corporation,  Chicago,  111.,  will  be 
asked  to  approve  atnendments  to  the 
corporation's  charter  whereby  the  class 
A  stock  will  be  given  full  rights  of  par- 
ticipation with  the  common  stock  in  both 
earnings  and  surplus  in  liquidation.  It 
is  proposed  to  give  the  class  A  stock 
priority  over  the  common  stock  to  the 
extent  of  $1.75  a  share  annually  in  earn- 
ings and  $30  a  share  in  liquidation.  In 
addition  the  class  A  stock  is  to  partici- 
pate equally  with  the  common  stock  in 
earnings  and  surplus  in  liquidation  after 
the  common  stock  has  received  an 
amount  equivalent  to  class  A  priority. 
President  Pierce  said : 

The  very  material  increase  in  the  prop- 
erties of  Central  Public  Service  Corpora- 
tion, combined  with  the  normal  growth  in 
the  company's  business,  has  made  it  ad- 
visable to  augment  the  present  features  of 
the  class  A  stock  in  a  manner  to  make  it 
attractive  to  a  wider  class  of  investors. 

The  present  limitations  with  respect  to 
dividends  and  to  surplus  in  the  event  of 
liquidation  are  such  that  possibilities  of 
material  market  appreciation  are  negligible. 
Furthermore,  the  vast  number  of  investors 
in  utility  common  stocks  have  not  been  in- 
terested in  the  Central  Public  Service  class 
A  because  of  its  definite  limitation  in  par- 
ticipating in  the  future  of  the  properties. 

The  gross  earnings  of  the  corporation 
are  at  the  rate  of  $13,500,000  annually  at 
the  present  time  and  the  balance  available 
for  dividends  on  the  preferred,  class  A, 
and  common  stocks  is  more  than  $1,800,000, 
or  several  times  the  amount  required.  The 
class  A  stock  is  currently  paying  dividends 
at  the  rate  of  $1.75  yearly. 

The  Central  Public  Service  Corpora- 
tion recently  came  into  ownership  of 
the  Rockford.  Portsmouth,  Huntington, 
Roanoke  and  Lynchburg  railways. 


fied  with  the  National  Electric  Light 
Association  and  the  American  Electric 
Railway  Association  activities.  He  is 
at  present  a  member  of  the  public  policy 
committee  of  the  National  Electric  Light 
Association,  and  in  addition  to  being  a 
member  of  the  executive  committee  of 
the  American  Electric  Railway  Associa- 
tion is  chairman  of  the  finance  commit- 
tee of  that  organization. 

In  addition  to  his  duties  with  the 
Commonwealth  Power  Corporation  and 
the  Allied  Power  &  Light  Corporation, 
Mr.  Kenney  is  vice-president  of  the  fol- 
lowing companies :  The  Tennessee  Elec- 
tric Power  Company,  Northern  Ohio 
Power  &  Light  Company,  Consumers 
Power  Company  (Michigan)  and  Nash- 
ville Railway  &  Light  Company.  He  is 
a  member  of  the  Ijoard  of  directors  of 
the  Northern  Ohio  Power  &  Light  Com- 
pany, Northern  Ohio  Power  Company, 
Consumers  Power  Company,  Tennessee 
Electric  Power  Company,  Electric  Rail- 
way Securities  Corporation,  Southern 
Michigan  Light  &  Power  Company  and 
Nashville  Railway  &  Light  Company. 


T.  A.  Kenney 

In  1912  he  joined  the  Hodenpyl-Hardy 
organization  in  the  capacity  of  manager 
of  the  production  and  transmission  de- 
partment of  the  Consumers  Power 
Company,  with  headquarters  at  Jackson, 
Mich.  That  company  was  then  consoli- 
dating a  great  many  widely  scattered 
hydro-electric  companies  in  the  state 
and  interconnecting  them — all  of  which 
required  further  pioneering  work.  This 
resulted  in  the  development  and  success- 
ful operation  of  the  first  140,000-volt 
transmission  system.  Four  years  later 
he  came  to  New  York  as  assistant  to 
B.  C.  Cobb  in  charge  of  operations  of  the 
Hodenpyl-Hardy  properties,  one  of  the 
largest  public  utility  groups  in  the 
United  States. 

Mr.  Kenney  was  born  in  Mechanics- 
ville,  N.  Y.,  on  Jan.  5,  1882.  After  he 
left  school,  Mr.  Kenney  entered  the  em- 
ploy of  the  Hudson  River  Power  Trans- 
mission Company,  which  subsequently 
became  a  part  of  the  Adirondack  Water 
Power  Corporation.  This  early  associa- 
tion, which  afiforded  him  experience  at 
first  hand  with  the  electrical  industry, 
included  not  only  high  voltage  power 
transmission  (so-called) — 12,000  volts, 
but  local  electric  distribution,  industrial 
power  application  and  electric  railway 
operation  as  well. 

In  addition  to  his  executive  duties, 
Mr.  Kenney  has  been  prominently  identi- 


B.  H.  Saunders  Chairman  of 
North  Jersey  Commission 

Bertram  H.  Saunders,  Paterson,  N.  J., 
has  been  elected  chairman  of  the  North 
Jersey  Transit  Commission  to  fill  the 
unexpired  term  of  Daniel  A.  Garber, 
Ridgewood.  who  resigned  following  his 
recent  appointment  as  general  manager 
of  the  Association  of  General  Contrac- 
tors, with  headquarters  in  Washington. 
This  is  a  position  which  has  taken  Mr. 
Garber  to  the  Mississippi  River  ter- 
ritory as  a  member  of  a  government  sub- 
committee on  flood  control  and  has 
necessitated  his  continued  absence  from 
New  Jersey. 

Mr.  Saunders  and  Mr.  Garber  were 
appointed  by  Governor  Silzer  of  New 
Jersey  on  the  original  commission  set 
up  by  the  State  Legislature  in  1922  to 
study  means  of  improving  mass  trans- 
portation in  northern  New  Jersey.  Mr. 
Saunders  served  as  chairman  from  1924 
until  1926,  and  was  replaced  by  Mr. 
Garber  that  year. 


W.  C.  Slade  Heads  New  England 
Street  Railway  Club 

Walter  C.  Slade,  vice-president  of  the 
United  Electric  Railways,  Providence. 
R.  I.,  since  1925,  was  recently  elected 
president  of  the  New  England  Street 
Railway  Club  at  the  meeting  held  in 
Boston  on  May  24.  Mr.  Slade  has  been 
identified  with  the  Providence  property 
since  September  1915  when  he  became 
superintendent  of  power  and  lines  of 
the  company  then  known  as  the  Rhode 
Island  Company.  Mr.  Slade's  first  posi- 
tion was  with  the  General  Electric 
Company  at  Pittsfield,  Mass.    His  work 


1094 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.26 


in  Providence  has  been  especially  note- 
worthy for  the  modernization  program 
affecting  the  power  system  which  in- 
volved an  expenditure  of  slightly  more 
than  $2,000,000. 

Mr.  Slade  was  born  in  Providence  in 
1885  and  was-  graduated  from  Brovyn 
University  with  the  degree  of  Ph.D.  in 
1907.  -Later  he  was  graduated  from  the 
Massachusetts  Institute  of  Technology. 

As  a  result  of  an  error  in  the  tele- 
graphic account  of  the  meeting  which 
appeared  recently  in  the  Journal  it 
was  made  to  appear  that  Ralph  Bauer, 
one  of  the  speakers  at  the  meeting,  had 
been  elected  president. 


M.  R.  BoYLAN,  vice-president  of 
Public  Service  Co-ordinated  Transport, 
Newark,  N.  J.,  and  Martin  Schrieber, 
manager  of  plant  and  equipment  of  the 
company,  sailed  on  the  Majestic  on 
June  22  on  a  visit  to  London,  Paris  and 
Berlin.  They  will,  so  far  as  the  op- 
portunity presents,  study  co-ordinated 
transportation  in  its  possible  applica- 
tion to  the  lines  of  the  company  of 
which  they  are  officers.  They  plan  to 
return  to  the  United  States  in  August. 


R.  P.  Stevens  Elected  by 
Commonwealth  Power 

R.  P.  Stevens,  president  of  Stevens 
&  Wood,  which  was  recently  linked  with 
Hodenpyl,  Hardy  &  Company  in  the 
Allied  Power  &  Light  Combination,  has 
been  elected  vice-president,  director  and 
member  of  the  executive  committee  of 
the  Commonwalth  Power  Corporation, 
in  which  the  new  utility  company  owns 
a  substantial  interest.  T.  A.  Kenney, 
as  noted  elsewhere,  and  H.  S.  Scarritt, 
member  of  Bonbright  &  Company,  have 
also  been  elected  to  the  Commonwealth 
board.  They  succeed  Earl  S.  Colman, 
W.  M.  Flook  and  Waldo  S.  Reed. 


C.  T.  DeHore  Heads  Reorganized 

Company 

Charles  T.  DeHore  and  L.  E.  East- 
man, purchasers  of  the  property  of 
the  Indianapolis  &  Cincinnati  Traction 
Company  at  receivers'  sale,  are  among 
the  organizers  and  incorporators  of  the 
Indianapolis  &  Southeastern  Railroad, 
the  successor  company.  Mr.  DeHore 
became  president  and  Mr.  Eastman 
vice-president  of  the  new  company. 
Other  incorporators  were  Frederick  D. 
Rose,  Muncie,  banker;  A.  M.  Miller, 
Rushville ;  Miss  Theresa  Reardon  and 
Donald  L.  Smith,  attorney. 


John  H.  Dei-aney,  chairman  of  the 
Board  of  Transportation,  New  York, 
N.  Y.,  was  reappointed  to  that  position 
for  a  period  of  six  years  on  June  23. 
Mr.  Delaney's  term  did  not  expire  until 
July  1,  1930,  but  the  term  of  Com- 
missioner Frank  X.  Sullivan  was  about 
to  expire.  Commissioner  .Sullivan  was 
sworn  in  for  the  rest  of  Commissioner 
Delanev's  term. 


Luke  C.  Bradley  Leaves 
Providence 

President   of   Rhode   Island   Public   Service 

to  become  connected  w  th  Electric  Bond 

&  Share  Company 

rUKE  C.  BRADLEY,  president  of 
-/  the  Rhode  Island  Public  Service 
Company,  which  some  time  ago  took 
over  the  United  Electric  Railways  and 
the  Narragansett  Electric  Lighting 
Company,  announced  on  June  23  that 
he  will  submit  his  resignation  to  the 
directors  of  the  company  at  their  July 
meeting.  The  resignation  is  to  become 
effective  Aug.  1.  He  will  assume  an 
executive  position  with  the  Electric 
Bond  &  Share  Company,  New  York. 

Mr.   Bradley's  statement  announcing 
his  resignation  follows  in  part : 

I   am  resigning  to  become  associated  in 
an    executive    capacity    with    the    Electric 


Luke  C.  Bradley 


Bond  &  Share  Company  of  New  York 
City.  I  am  leaving  Providence  with  real 
regret  and  only  because  of  the  larger  op- 
portunity presented  to  me. 

Above  all  I  regret  to  sever  my  connec- 
tion with  the  men  and  women  of  the  United 
Electric  Railways  and  the  Narragansett 
Electric  Company,  from  whom  I  have  re- 
ceived the  fullest  co-operation  and  loyal 
support. 

Early  in  February,  1927,  Mr.  Bradley 
was  elected  president  of  the  service 
company,  to  succeed  Louis  C.  Gerry. 
Mr.  Bradley  resigned  a  similar  position 
with  the  Virginia  Electric  &  Power 
Company  to  accept  the  Providence 
offer. 

Associated  with  Stone  &  Webster, 
Inc.,  Boston,  in  executive  positions  for 
many  years,  Mr.  Bradley  had  varied 
experience  as  directing  head  of  utility 
companies  in  different  parts  of  the 
country.  As  president  of  the  Virginia 
company,  he  had  direct  supervision 
over  electric  light  and  power  properties, 
electric  railways,  bus  systems  and  gas 
properties  operating  in  more  than  40 
cities  in  the  states  of  Virginia  and  North 
Carolina. 

Mr.  Bradley  was  also  executive  vice- 
president  and  division  manager  of 
utility  properties  under  the  manage- 
ment of  Stone  &  Webster  in  the  South- 
west serving  more  than  100  towns  and 
cities.     He  is  recognized  as  one  of  the 


most     successful     executives     in     the 
public   utility   field. 

The  Electric  Bond  &  Share  Company, 
with  which  Mr.  Bradley  is  to  be  af- 
filiated, supervises  probably  the  largest 
number  of  electric  light  and  power 
companies  in  the  United  States. 


F.  D.  Comerford  to  Succeed 
Mr.  Bradley  in  Providence 

Frank  D.  Comerford,  president  of  the 
New  England  Power  Association,  will 
probably  be  elected  to  succeed  Luke  C. 
Bradley  as  head  of  the  Rhode  Island 
Public   Service   Company. 

It  is  learned  also  that  William  C.  Bell, 
formerly  general  manager  of  the  Rhode 
Island  Public  Service  Company  and 
recently  elected  vice-president  of  the 
power  association,  which  controls  the 
service  company,  will  supervise  opera- 
tions of  both  the  Narragansett  Electric 
Company  and  the  United  Electric  Rail- 
ways, which  make  up  the  service  com- 
pany. Frank  L.  Swan,  successor  to 
Mr.  Bell  as  general  manager  of  the 
service  company,  will  continue  in  that 
capacity. 

No  changes  are  expected  in  executive 
positions  of  either  the  Narragansett 
Electric  Company  or  the  United  Elec- 
tric Railways. 

In  addition  to  heading  the  parent 
company,  Mr.  Comerford  is  a  director 
of  the  Public  Service  Company.  He  is 
only  34  years  old,  and  was  named  last 
November  to  succeed  Henry  I.  Harri- 
man  as  head  of  the  power  association, 
which  controls  public  utilities  through- 
out New  England. 


Obituary 


Frederick  Huntington  Parke,  a 
veteran  engineer  of  the  Westinghouse 
Air  Brake  Company  at  Wilmerding, 
Pa.,  died  on  June  16.  He  became  con- 
nected with  the  Westinghouse  Machine 
Company  at  East  Pittsiburgh,  early  in 
his  career,  remaining  with  that  organ- 
ization until  1898,  when  he  entered  the 
employ  of  the  Westinghouse  Air  Brake 
Company.  Soon  he  was  sent  to  Russia 
to  assist  in  the  construction  of  the  air 
brake  plant  at  .St.  Petersburg  and  in  the 
formation  of  the  engineering  organiza- 
tion. He  remained  in  Russia  until  1902 
when  he  returned  to  Pittsburgh.  Since 
then  he  has  been  at  the  Wilmerding 
works,  where  at  the  time  of  his  death 
he  was  general  engineer.  Mr.  Parke  re- 
ceived his  early  education  at  .St.  John's 
School  in  Manlius,  N.  Y.  He  was  grad- 
uated from  Cornell  University  as  a  me- 
chanical engineer  in  the  class  of  1892. 

William  B.  Johnson,  sales  repre- 
sentative for  Ross  F.  Hayes,  railway 
supplies.  New  York,  N.  Y.,  died  on  May 
27.     Mr.  Johnson  was  28  years  old. 

Paul  V.  Clodio,  formerly  sales  man- 
ager of  the  Bragg-Kliesrath  Corpora- 
tion, Long  Island  City,  N.  Y.,  died 
recently. 


]unc  30, 1928 


ELECTRIC  RAILWAY  JOURNAL 


1095 


Manufactures  and  the  Markets 


=ete^&= 


^1,000,000  for  Montreal  Track 

Of  the  principal  track  jobs  being 
done  by  the  Montreal  Tramways, 
Montreal,  Canada, ,  this  yeaCr,  two  are 
for  extension  of  the  company's  lines 
farther  into  the  outlying  sections.  On 
Delorimier  Avenue,  the  double  track  is 
being  extended  from  Rachel  to  Masson 
Streets,  about  1  mile.  On  this  job  the 
rails  will  be  welded  instead  of  using 
plates. 

The  other  extension  into  new  terri- 
tory is  on  Van  Home  Avenue.  Double 
tracks  on  this  street  will  be  extended 
for  approximately  \\  miles,  from  Hart- 
land  Avenue,  the  present  terminus  of 
that  line,  to  Cote  des  Neiges  Road. 

Two  important  city  jobs  are:  On  St. 
Denis  Street,  between  Craig  and  St. 
Catherine  Streets,  where  new  tracks  are 
being  substituted  for  old,  the  job  being 
about  half  accomplished  at  this  date ; 
and  on  Craig  Street,  from  St.  Denis  to 
Papineau  Streets,  where  the  tracks  also 
are  being  renewed.  In  addition  there 
are  quite  a  number  of  minor  jobs,  in- 
cluding a  few  intersections. 

One  million  dollars  is  being  spent  by 


2.  The  so-called  "dead  man  button," 
which  requires  the  weight  of  the  motor- 
man's  hand  on  the  controller  handle,  or  his 
foot  on  the  control  valve.  When  either 
hand  or  foot  is  removed  from  the  operating 
position,  the  power  is  cut  off  and  the 
brakes  automatically  are  set. 

3.  \\\  emergency  exit  in  addition  to  the 
regular  entrance  door. 

The  companies  are  directed  to  equip 
25  per  cent  of  their  one-man  cars  with 
the  devices  within  six  months,  an  ad- 
ditional 25  per  cent  within  a  year,  and 
the  remainder  in  from  eighteen  months 
to  two  years. 


^yhibitograph,  No.  13 


Important  to  Exhibitors! 

Return  orders  for  current,  com- 
pressed   air,    furniture,    flowers 
and  drinking  zvater  to 

Exhibit  Committee 

American    Electric   Railway 

Association 

292  Madison  Avenue 

New  York  City 

NOW 

if  you  haven't  already  done  so. 


Improved  Facilities  for  Steel 
in  Miami  Valley 

Linking  of  the  American  Rolling  Mill 
Company  and  the  Hamilton  Iron  &  Coke 
Company  by  the  transportation  of  a 
ladle  of  hot  metal  from  the  blast  fur- 
nace at  Hamilton,  Ohio,  to  the  East 
Works  of  Armco  at  Middletown,  Ohio, 
by  way  of  a  special  track  built  by  the 
Baltimore  &  Ohio  Railroad,  marks  an- 
other   epochal    event    in    the    industrial 


ife  of  the  Miami  Valley.  The  event 
the  company  on  this  work  during  the  heralds  the  beginning  of  a  new  era  in 
present  year,  which  is  an  average  ap-     steel  making  in  the  valley,  which  has 


propriation  for  the  construction  and  re- 
construction activity  of  the  company 
for   one   year. 

*■ ■ 

D.  S.  R.  Track  Improvements 
Finished  This  Year 

Approximately  $1,000,000  is  to  be  ex- 
pended during  this  summer  on  track  re- 
habilitation by  the  Detroit  Street  Rail- 
way, Detroit,  Mich.  This  will  make  the 
system  modern  as  far  as  tracks  are  con- 
cerned. 

The  new  rails,  ties  and  pavement  laid 
last  year  on  Woodward  Avenue  from 
the  Boulevard  to  Philadelphia  Avenue, 
will  be  extended  north  several  blocks 
this  year,  while  the  plans  also  call  for 
new  equipment  in  Grand  River  Avenue 
from  'Trumbull  Avenue  west.  A  num- 
ber  of   construction   projects   are   now 

under  way. 

• 

New  York  Cars  to  Have 
Safety  Devices 

The  New  York  Transit  Commission 
has  made  public  an  order  to  all  electric 
railways  in  the  city  to  install  additional 
safety  devices.  The  order  followed 
hearings  before  Commissioner  Lock-- 
wood  at  which  it  was  found  that  of 
1,110  one-man  cars  in  operation,  &5 
were  without  safety  devices,  and  510 
were  only  partially  equipped.  The  order 
provides  specifically  that  all  one-man 
cars  shall  he  equipped  with  the  follow- 
ing devices : 

1.  Sliding  or  folding  doors,  interlocked 
with  either  the  controller  or  the  air  brake 
system. 


already  become  a  great  factor  in  the 
commerce  and  industry  of  the  world,  as 
it  will  tend  to  permanently  stabilize  the 
industry  in  this  location. 

Not  only  in  steel  making,  but  also  in 


railroad  transportation,  is  this  event 
widely  significant.  Molten  metal  will 
be  carried  daily  over  10  miles  of  track 
specially  constructed  for  the  purpose. 
Due  to  the  concentrated  load  of  such 
large  tonnage,  it  was  necessary  to  de- 
sign and  build  a  special  bridge  over  the 
Miami  River  having  almost  50  per  cent 
greater  capacity  than  any  other  railroad 
bridge  ever  built.  It  requires  about  2^ 
hours  to  make  a  round  trip  to  Middle- 
town  and  there  will  be  an  average  of 
four  trips  every  24  hours. 

Three  specially  designed  mixer  ladles, 
double  lined  with  fire  brick,  are  used  to 
carry  the  molten  metal,  which  can,  when 
necessary,  be  held  in  the  ladle  48  hours. 
The  capacity  of  these  ladles  is  150  tons 
each.  The  metal  is  poured  from  the 
large  ladle  car  into  a  small  open  ladle, 
from  which  it  is  poured  directly  into  the 


Specifications  on  Ten  Monongahela  Cars 

Five  interurban  and  five  city  type  accommodate  48  passengers.  The  inter- 
cars  are  being  built  for  the  Mononga-  urban  cars  have  a  33-in.  seat  spacing 
hela-West  Fenn  Public  Service  Com-  and  seat  44  passengers.  Window  post 
pany,  Fairmont,  W.  Va.,  by  the  G.  C.  spacing  is  42  in.  on  all  cars.  The  seats 
Kuhlman  Car  Company,  as  mentioned  are  wood  in  the  city  cars  and  leather 
in  the  April  21  issue  of  the  Journal,  upholstered  in  the  interurban  cars.    The 


They  are  of  the  one-man,  two-man, 
motor  driven,  double-end,  double-truck 
type. 

'  Each  car  is  45  ft.  3  in.  long,  8  ft.  6  in. 
wide  and  weighs  32,000  lb.     The  city 


bodies  are  of  semi-steel  construction 
with  arch  roofs  and  folding  end  doors. 
Each  truck  is  equipped  with  two  inside- 
hung  motors,  and  22-in.  rolled  steel 
wheels.      Further   details   are   given   in 


type  cars  have  a  30-in.  seat  spacing  and    the  accompanying  specifications. 


Weights: 

Car  body 16,500  lb. 

Trucks 9.000  lb. 

Equipment 6,500  lb. 

Total  32,000  lb. 

Bolster  centers 23  ft.  4  in. 

Length  over  all 45  ft.  3  in. 

Length  over  body  posts 33  ft.  3  in. 

Truck  wheelbase 5  ft.  4  in. 

Width  over  all 8  ft.  6  in. 

Height,  rail  to  trolley  base 10  ft.  I  in 


Glass r.  S.  A.  selected 

Hand  brakes Peacock 

Heat  insulating  material Celotex 

Heaters Consolidated  Car  Heating  Company 

Headlights O-B 

Headlining Agosote 

Interior  trim Mahogany 

Journal  bearings Plain 

Journal   boxes Brill 

Lamp  fixtures Ivanhoe 

Motors ....  Four  Westinghouse  No.  1425,  inside  hung 


Window  post  spacing 42  in.    Painting  scheme Orange 

Body Semi-steel    Roof    material Wood,    canvas    covered 

Roof...  .....".".'.  ..    Arch  Safety  car  devices.  .Safety   Car   Devices  Company 

Doors .'.'."..'..!.".' End,  folding    Sasli  fixtures Adams- Westlake 

Air  brakes - Westinghouse    Seats ■.•■•. ^T^'* 

Armature   bearings Ball  Seat  spacing .  .  City  cars,  30  in. ;  interurban  cars,  33  in. 

Axles Brill  Seating    material.  .  .  -City    cars,    wood;    interurban. 

Car  signal  system Faraday  Leather 

Compressors '. Westinghouse  DH-16    Steps 1' elding  and  stationary 

Conduit         riexible,  Duratube    Step  treads Kass 

Control K-75-A    Trolley     .....      O-B 

Curtain  material ■  ■  ■  Pantasote    Trolley  base Westinghouse 

Destination  signs Railway  standard    Trolley  wheels We8tinghcu."e 

Door  mechanism National  Pneumatic    Trucks -Brill  177-EI-X 

Finish Glidden    Ripolin   enamel    Ventilators Brill 

Floor  covering Linoleum — interurban  cars    Wheels,  type Rolled  steel  22  in.  diameter 

Gears  and  pinions Westinghouse  W-N  drive    Wheelguards H-B 


1096 


ELECTRIC  RAILWAY  JOURNAL 


Vol.71,  No.26 


open  hearth  furnaces  for  the  necessary 
refining  process.  This  constitutes  an 
important  economy  over  the  regular 
practice  of  charging  cold  pig  iron  into 
the  open  hearth,  which  practice  requires 
many  hours  of  high  temperature  to 
bring  it  to  a  molten  state.  The  new 
practice  saves  much  fuel,  time,  labor 
and  wear  on  the  furnace. 

It  is  expected  that  the  new  arrange- 
ment will  not  only  work  out  to  the 
material  advantages  of  the  three  inter- 
ests, the  railroad,  the  furnace  company, 
and  the  rolling  mill  company,  who  co- 
operated in  making  it  possible,  but  v/ill 
be  of  considerable  influence  in  the  in- 
creased growth  of  the  cities  of  Hamilton 
and  Middletown  and  the  improved  facil- 
ities will  further  enlarge  the  market  for 
steel  products. 

Talk  on  British  Market 
at  Advertising  Convention 

J.  Heritage  Peters,  head  of  the 
Heritage  Peters  Advertising  Service, 
Ltd.,  Coventry,  England,  is  to  be  one 
of  the  speakers  at  the  International  Ad- 
vertising Association  Convention  at 
Detroit  in  July.  Mr.  Peters  is  scheduled 
to  make  several  addresses  while  he  is 
in  this  country.  He  vi'ill  discuss  the 
peculiarities  of  the  British  market  and 
will  illustrate  how  American  advertis- 
ing has  to  be  refashioned  to  appeal  to 
the  British  reader. 


Conference  Held  on 
Shipping  Tags 

Manufacturers  of  shipping  tags  held 
a  preliminary  conference  at  theDepart- 
ment  of  Commerce  on  June  25,  under 
the  auspices  of  the  Division  of  Simpli- 
fied Practice,  Bureau  of  Standards,  and 
considered  a  report  that  had  been  com- 
piled from  a  survey  of  variety  among 
manufacturers. 

This  conference  concluded  that  further 
study  of  all  phases  of  the  situation,  as 
revealed  by  the  report,  would  be  neces- 
sary before  a  tentative  recommendation 
could  be  presented  for  final  action.  A 
committee  was  appointed  to  make  this 
study,  which  will  include  nomenclature 
to  clearly  define  stock,  including  thick- 
nesses, sizes  of  tags  and  color  of  stock. 
George  Schuster,  representing  the  Divi- 
sion of  Simplified  Practice,  will  assist 
this    committee    in    making    the    study. 

The  personnel  of  the  committee  is  as 
follows:  O.  L.  Moore,  chairman,  secre- 
tary. Tag  Manufacturers'  Association, 
Chicago;  William  R.  Eastwood,  Rey- 
burn  Manufacturing  Company,  Phila- 
delphia; E.  B.  Graupner,  International 
Tag  Company,  Chicago;  George  M. 
Huey,  Denney  Tag  Company,  West 
Chester,  Pa.;  H.  E.  Reynolds,  Dennison 
Manufacturing  Company,  Framingham, 
Mass. 

ROLLING  STOCK 

Bryan-College  Traction  Company, 
Bryan,  Tex.,  will  purchase  one  new 
car. 


metal,  coal  and  material  prices 

F.  O.  B.  refinery 

June  26, 
Metals— New  York  1928 

Copper  electrolytic,  cents  per  lb 1 4. 525 

Copper  wires,  cents  per  lb 16.625 

Lead,  cents  per  lb 6.  30 

Zinc,  cents  per  lb 6.525 

Tin,  Straits,  cents  per  lb 46.  125 

Bituminous  Coal,f.o.b.  Mines 

Smokeless  mine  run,  .o.b.  vessel,  Hampton 

Roads,  gross  tons 4.  1 75 

Somerset  mine  run,  f.o.b.  mines,  ne  t  ons. . .        1 .  875 
Pittsburgh  mine  run,  Pittsburgh,  net  tons. .        1.8 
Franklin,  111.,  screenings,  Chicago,  net  tons       1 .  70 
Central,  111.,  screenings,  Chicago,  net  tons. .        1.6 
Kansas  screenings,  Kansas  City,  net  tons.. .        2.  35 

Materials 

Rubber-covered  wire,  N.  Y.,  No.    14,  per 

1,000ft 5.3 

Weather  rppf  wire  base,  N.Y.,  cent*  per  lb.  17.  125 
Cement,  Chicago  net  prices,  without  bags .  .        2.05 

Linseed  oil  (5-bb  lots)  N.  Y.,  cents  per  lb.  10.6 
White  lead  in  oil  (lOO-lb.  keg),  N.  Y.,  cents 

perib 13.75 

Turpentine  (bbl.  lots) ,  N.  Y.,  per  gal $0 . 6 1 25 


New  York  State  Railways,  Roch- 
ester, N.  Y.,  is  rebuilding  cars  pur- 
chased from  the  New  York  &  Harlem 
Railway. 

Pacific  Electric  Railway,  Los 
Angeles,  Cal.,  has  ordered  eighteen  all- 
steel  interurban  cars  and  ten  all-steel 
local  passenger  cars  from  the  St.  Louis 
Car  Company,  St.  Louis,  Mo. 

Detroit  Department  of  Street 
Railways,  Detroit,  Mich.,  has  been  ad- 
vised by  W.  B.  Mayo  to  reject  former 
bids  on  25  to  50  new  buses  and  to  pur- 
chase sixty-seven  40-passenger  street 
car  type  coaches. 

Community  Traction  Company, 
Toledo,  Ohio,  is  trying  out  two  Twin 
Coaches  of  40-passenger  capacity  on  the 
Upton  Avenue  line. 

Chicago  &  West  Towns'  Railway, 
Oak  Park,  111.,  has  accepted  delivery  of 
five  Mack  four-cylinder  chassis,  225-in. 
wheelbase  buses. 

Connecticut  Company,  New  Haven, 
Conn.,  has  accepted  delivery  of  four 
Mack  four-cylinder  chassis,  230-in. 
wheelbase  coaches. 


TRACK  AND  LINE 

British  Columbia  Electric  Rail- 
way, Vancouver,  B.  C,  Canada,  has 
ordered  $88,000  worth  of  underground 
cable  for  use  in  proposed  underground 
subways  from  the  Main  Street  subway 
and  the  subway  being  constructed  to 
serve  the  New  Westminster  elevator. 

Montreal  Tramways,  Montreal, 
Canada,  plans  about  11.9  miles  of  single 
track  extension  this  year  and  about 
14.55  miles  of  track  renewals.  A  pe- 
tition from  residents  has  been  laid  be- 
fore City  Council  for  the  extension  of 
track  on  Rosemount  Boulevard  to  the 
Franciscan  monastery. 

Sask.\toon  Municipal  Railway, 
Saskatoon,  Sask.,  Canada,  has  applied 
to  the  local  government  board  for  ap- 
proval of  expenditures  of  $23,000  for 
double  tracking  existing  lines. 

Arkansas  Power  &  Light  Com- 
pany, Pine  Bluff,  Ark.,  is  constructing 


new  track  on  Ash  Street  from  Second 
Avenue  to  Rollin  Street. 

Seattle  Municipal  Street  Rail- 
way, Seattle,  Wash.,  has  received  a 
bid  from  Bethlehem  Steel  Company  of 
$33,195  for  eight  pieces  of  special  track 
work. 


SHOPS  AND  BUILDINGS 

Oklahoma  Railway,  Oklahoma 
City,  Okla.,  is  remodeling  and  extending 
the  waiting  room  at  its  terminal  station 
in  Oklahoma  Citv,  at  a  cost  of  approx- 
imately $25,000.  ' 

Petersburgh,  Hopewell  &  City 
Point  Railway,  Petersburgh,  Va.,  has 
had  its  carhouse  and  two  cars  destroyed 
bv  fire.  The  loss  is  estimated  at 
$30,000. 

Chicago  &  Joliet  Electric  Rail- 
way. Joliet,  111.,  will  begin  installation 
of  an  automatic  electric  substation  at 
Lemont,  July  1.  C.  K.  Gibbon, 
Schenectady,  N.  Y.,  is  preparing  plans 
and  will  have  charge  of  the  installation 
which   is  expected  to  be  completed  by 

^LUgUSt   1. 

Pacific  Gas  &  Electric  Company, 
San  Francisco,  Cal.,  has  approved  a 
fund  of  $278,000  for  a  substation. 

Philadelphia  Rapid  Transit  Com- 
pany, Philadelphia,  Pa.,  will  have 
erected  a  one-story  brick  and  steel  sur- 
face car  terminal  building  at  the  corner 
of  Broad  Street  and  Olney  Avenue. 
The  work  will  be  done  by  the  Rapid 
Transit  Construction  Company  at  an 
estimated  cost  of  $40,000. 


TRADE   NOTES 

Walter  Jackson,  Mount  Vernon, 
N.  Y.,  fare  and  motor  bus  consultant, 
sailed  for  Europe  on  June  27  on  the 
Bcrengaria  to  make  transportation 
studies  in  his  specialties  as  in  past  years. 
He  will  study  fare  problems  in  the 
larger  cities  and  will  spend  part  of  his 
time  on  vacation  in  Southern  France 
and  Austria.  Communications  to  reach 
London  by  Sept.  5  may  be  addressed  to 
him  care  of  J.  P.  Thomas,  operating 
manager,  London  Underground  Rail- 
ways. Mr.  Jack.son  plans  to  return  in 
time  for  the  American  Electric  Railway 
Association  Convention  in  September  at 
Cleveland,  Ohio. 

Roller-Smith  Company,  New  York, 
announces  that  the  state  of  Texas  is 
now  being  handled  by  John  A.  Coleman, 
1006  Washington  Avenue,  Houston, 
Tex.,  and  the  states  of  Colorado,  Utah, 
Wyoming  and  northern  New  Mexico 
are  now  being  handled  by  H.  T.  Weeks, 
U.  S.  National  Bank  Building,  Denver, 
Col. 

Fred  W.  Roth,  who  has  been  with 
the  Ohio  Brass  Company  for  the  past 
eleven  years  introducing  and  selling  its 
car  equipment  devices  in-  the  South, 
Southwest  and  Middle  We.st,  has  now 
joined  the  supply  sales  division  of  the 
J.  G.  Brill  Company,  for  which  he  will 
travel  the  Eastern  and  Southern  states. 


ELECTRIC  RAILWAY  JOURNAL 


Typical  exterior  of  one  of  the  twenty  new  cars  for  the  New  Orleans  Public  Service,  Inc. 


The 
Peacock 
StafHess 


Twenty  more  for 

New  Orleans — 

equipped  with 

''Peacock''  Staffless  Brakes/ 


Besr.  U.  S.  Pat.  Oft. 


Again  the  New  Orleans  Public  Service,  Inc., 
repeats  on  "Peacock"  Staffless  Brakes! 

Twenty  all-steel,  one-man,  two-man,  double- 
truck,  double-end  cars,  thus  equipped,  were 
placed  in  service  about  February  1st.  These 
new  cars  are  but  a  small  part  of  the  present 
rehabilitation  plan  for  the  Company.  And 
on  all  of  the  new  rolling  stock  "Peacock" 
Staffless  Brakes  are  standard  equipment! 

Their  reliability  and  dependability  are  fac- 
tors that  influence  repeat  orders  from  opera- 
tors throughout  this  country  and  Canada. 

Many  advantageous  features  especially 
adapt  "Peacock"  Staffless  Brakes  to  modem 
cars.  Shall  we  tell  you  about  them? 

National  Brake  Company,  Inc, 


890  Ellicott  Square 


Buffalo,  N.  Y. 


Interior  view  of  one  of  the  twenty  cars  for 
the  New  Orleans  Public  Service,  Inc. 


Canadian   Representative: 
Lyman  Tube  SC  Supply  Co.,  Ltd.,  Montreal,  Canada 


^4 


ELECTRIC  RAILWAY  JOURNAL 


June  30, 1Q28 


Mutual  Sen/ice 


To  the  manufacturers  and  distributors  of 
America  and  the  street  railway  systems  that 
transport  the  millions  of  America's  potential 
buyers,  Collier  ofifers  a  mutual  service. 

This  service  has  brought  the  street  railway  riders 
in  thousands  of  cities  and  towns  throughout  the 
country  to  look  upon  car  cards  as  extremely  useful 
and  pleasing  features  of  up-to-date  street  car  serv- 
ice. It  has  given  national  and  local  advertisers  a 
medium  thru  which  they  can  get  their  messages  to 
selected  territories  easily,  economically  and  con- 
vincingly. 

Our  business  is  one  of  service — service  to  the  street 
railway  industry,  service  to  America's  national  and 
local  advertisers,  service  to  the  millions  of  people 
who  daily  ride  on  street  cars. 


c  o  n  R  !D  nA.*r«^ 

CANDLER  BUILDIN(- 
NEW  YORK,  N.  Y. 


June  30, 1928 


ELECTRIC  RAILWAY  JOURNAL 


25 


New\brk^<'Miami 

STUDEBJIKER.  Comfort  all  theWay! 


"Headin'  South"  in 
Studebaker  busses 
means  more  comfort 
for  passengers — more 
business  for  the  Scenic 
Transportation  Co., 
which  operates  three 
Studebaker  busses  be- 
tween New  York  and 
Miami. 


The  Scenic  Transportation  Company,  realiz- 
ing the  vital  importance  of  selecting  the  type 
of  bus  that  would  successfully  meet  every 
requirement,  bought  Studebaker  "Seminole" 
busses  after  a  thorough  investi- 
gation. Studebaker  won  the 
order  because  this  equipment 
cost  less  to  buy  and  less  to  run. 
Proof  of  economy  was  found  in 
the  experience  of  hundreds  of 
Studebaker  bus  operators  who 
reported  low  operating  and 
maintenance  expense,  low  depre- 
ciation, long  life. 


first  cost 
operating  cost 
maintenance 
depreciation 


train  schedule  regularity  is  an  established 
reputation  of  the  "Seminole"  on  this  long 
run.  The  deep  leather  cushions,  set  at 
restful  angles  with  plenty  of  knee  room, 
insure  a  relaxed,  comfortable 
ride.  Wide  windows,  ample  ven- 
tilation, and  odor-free  heating 
are  features  that  attract  riders 
and  insure  profitable  operation 
to  the  operator. 


ower 


Each  day  the  New  York-Miami  busses  aver- 
age 325  miles,  stopping  at  night  at  good 
hotels  in  principal  cities.  So  popular  is  this 
new  line,  that,  on  February  4,  the  demand  for 
seats  was  so  heavy  on  the  north-bound  trip 
that  24  passengers  were  turned  away. 

Pronounced  Rider  Appeal 
Ability  to  perform  under  all  conditions  with 


Studebaker  Bus  Models  and  Prices 

7S  Junior  Chassis — IS8-inch   W.  B. 

Chassis  only,  single  or  dual  rear  wheels $2410 

15-Pass.   Cross-Seat   Sedan 4520 

76   Special  Chassis — 184-inch   W.  B. 

Chassis  only,  single  or  dual  rear  wheels $2775 

i^-r'ass.   Cross-Seat   Sedan 5275 

20-Pass.  Parlor  Car  De  Luxe 6395 

22-Pass.   Seminole   Observation   Parlor   Car 6395 

75  Heavy  Duty  Chassis — 184-inch   W.  B. 

Chassis  only,  dual  rear  wheels $3275 

21 -Pass.  St.   Car  Bus 5895 

AU  prices  f.o.b.  factory.    Purchase  can   be  arranged  on 
Studebaber's    liberal  '  budget   payment   plan 


STUDEBMKERS 


ARE  PROFIT 
MAKERS 


26  ELECTRIC  RAILWAY  JOURNAL 

KiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii!; 


June  30,  1928 


BARGH  HAI 

In  India  the  wizard  selects  a  native  susceptible  to  his 
hynotic  powers. 

— cloaks  him  in  a  panther  skin. 

— gives  him  a  magic  beverage. 

— stares  into  his  eyes  and  says  "bargh  hai"  meaning 
"you're  a  panther." 

Then  he  bids  him  go  after  an  enemy  who  is  termed 
an  antelope. 

The  action  is  then  a  mixup  of  imitation  panther  vs 
imitation  antelope,  and  the  result  is  the  same  as  put- 
ting some  hocus  pocns  on  misapplied  carbon  brushes 
and  saying  to  the  buyer  "now  you  will  get  the  service 
of  Morganite  brushes." 

But  when  the  spell  wears  oflE,  the  buyer  comes  to. 

To  what? 

To  Morganite,  of  course! 


5  Main  Office  and  Factory 

§  3302-3320  Anable  Ave.,  Long  Island  City,  N.  Y. 

S  DISTRICT  ENGINEERS  AND  AGENTS 

5;  PitltbuTgh,  Electrical  Engineering  &  Mfg.  Co.,  909  Penn  Ave. 

S  Cincinnati,    Electrical    Engineering    &    Mfg.    Co.,    607    Mercantile 

_■  Library  Building. 

S  CUeeland,  Electrical  Engineering  tk  Mfg.  Co..  S20  Union  Building. 

S  Baltimore,  O.  T.  Hall.  Sales  Engineer,  432  North  Calvert  St. 

S  Rtomrt,  Matt.,  J.  F.  Drummey,  75  Pleaiant  Street. 

S  Lot  AngeUt,  Electrical  Engineering  Salea  Co.,  502  Delta  Bldg. 

—  San  Francitco,  Electrical  Engineering  Salei  Co.,  222  Underwood  Bldg. 
S  Toronto,    Can.,   Railway  Si  Power   Engineering  Corp.,  Ltd.,   133 

—  Eaitern  Ave. 

S  Montreal,  Can.,  Railway  U  Power  Eogineering  Corp.,  Ltd.,  68-70 
S  St.  Antoine  St. 

—  Winnipeg,  Can.,  Railway  6t  Power  Engineering  Corp.,  Ltd.,  P.  O. 
S  Box  325. 

^IIIIIIIIIIIIIIIIIIIIMMIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIMIIMIIIIIIIIIIIIIIIIII 


= 


"Searchlight 

Want  ads  Talk— 


}l 


They  go  direct  to  those  in  the  in- 
dustry you  wish  to  reach  and  tell 
your  story  in  a  forceful  and  busi- 
ness-like way. 

They  don't  mince  words  but  get 
right  to  the  point. 

Use  them  for — 


Affonrles  Wanted 

Agents  Wanted 

Auction  Koticea 

IJidB  Wanted 

Bottks  and  PerlodicalB 

Ituildlng^H  For  Sale 

BuHineHS  Opportunities 

Civil  Service  Opportunities 

Contraotfl  to  be  Let 

Contracts  Wanted 

Desk  Room  For  Rent 

DcHk  Uoom  Wanted 

Educational 

Employment  Agencies 

Forelsn  Huniness 

For  Exchange 

For  Rent 

Franchises 

Help  Wanted 


Industrial  Sites 
Labor  Bureaus 
Machine  Shops 
New  Industries  Wanted 
Partners  Wanted 
Patent  Attorneys 
Patents  For  Sale 
Plants  For  Sale 
Positions  Vacant 
Positions  Wanted 
Proposals 
Property  For  Sale 
Receivers'  Sales 
Representatives  Wanted 
Salesmen  Wanted 
Specialties 

Sub-Contracts  Wanted 
Water  Front  Property 
Work  Wanted 


MlvcellaneouB  for  Sale,  for  Bent  or  Want  Ads 

For  Every  Business  Want 
''Think  SEARCHLIGHXFirst" 


■•■Hrt 


:-'X«^> 


^.:^^^-r.3^^'>'';::.: 


fct. 


^e  Repeat.. 


'""""  Pu.cha^eT''  "'"y  «  pan  • 
P'aced  on  (h-  ,f  ''"•  repeat  ,Z     "  ">" 


.M 


^ 


gW'^ 


5fifSP^ 


ave 
oi^dei^d 


f  the  152 


companies  who  operate  5  or 

more  Yellow  Coaches, 

124  or  82%  have  placed 
repeat  orders  at  least  once  / 

y  O  of  these  companies 
or64y2%  have  placed  repeat 
orders  at  least  twice  I 

These  1 24  companies  have  placed 
a  total  0/535  repeat  orders 
and  operate  a  total  of 

4231  Yellow  Coaches 


Yellow  Coach  fleets 


of  5  or  more  coaches 

(Compiled  to  April  30,  1928) 


1.  Public    Servu-p   Transportation    Company, 

'i.  rlliiadelpliui   Rural   Transit  Cumpuny, 

3,  Chicago  Motor  Coacil  Company, 

4.  Peoples  Motor  Buh  Company, 


Fleets  of  100  or  more: 

Coarheti  Reorders 

Newark,    N.    / 840  11 

Pliiladelpliia,    Pa 673  6 

Chicago,    111 436  86 

8t.    Lonls,    Mo m»  14 


Fleets  of  50  to  99  Units: 

5.  Peoples    Motor    Coach    Company,  Detroit,  Mich 87 

0.  International  Bus  Company,  Buffalo,  N.  V 81 

7.  Connecticut  Company,  New  Haven,  Conn 74 

8.  Fifth  Avenue  Coacli  Comimny,  New  York,  N.  V 70 

O.  New   Kngland   Transportation   Company,  New  Haven,  Conn 68 

10.  ^SIU)re  Line  Motor  Coach  Company,  (iary.   Ind 60 

11.  Toronto  Transportation  Commission,  Toronto.   Ont..   Can 64 

12.  Montreal  Tramways  Company,  Montreal,    Que,,   Can UO 

13.  .'Milwaukee  Klectric  Railway  &  Light  Company,  Milwaukee,  His 05 

14.  Northern  Ohio  Power  &  Light  Company,  Akron,    Ohio 50 

15.  Washington  Railway  &  Electric  Company,  Washington.   I),  C 53 


7 
5 

11 
6 
4 

SO 
7 

13 

8 

15 


Fleets  of  25  to  49  Units: 

10.  Worcester  Consolidated  Street   Railway,  Worcester,    Mass 43 

17.  Boston  &  Mine  Transportation  Company,  Boston,   Mass 4a 

18,  Department    of    Street    Railways,  Detroit,  Miell 41 

1«.  Detroit   Motorbus   tOmpany,  Detroit,  Mich 40 

20.  Washington  Rapid  Transit  Company,  Wasliington.  I).   C 36 

31.  Indianapolis  Street  Railway  Company,  Indianapolis,  Ind 33 

as.  Camel  City  Coacli  Company,  Winstiin-Salein.  N.  C 3a 

83.  Cliester  Valley  Bus  Line,   Inc.,  West  Chester,  Pa 31 

24.  North  Shore  Bus  Company.  Inc..  Flushing.  L.  I.,  N,  Y 30 

25,  Atlantic  Coast  Transportation  Company,  Allenhurst,   N.   J a9 

20.  Springfield  Street  Railway  Company,  Springfield,  .Mass 29 

27.  I'ittsburgh   Motor  Coach  Company,  Pittslnirgli,    Pa 28 

28.  Colonial  Motor  Cottch  Company,  Watertown,    N.    Y 27 

39.  Los  Angeles  Railway,  Los    Angeles,    Calif 20 

30.  Boston  Elevated   Railway  Company,  Boston,   Mass 30 

31.  Kansas   City    Railways,  Kansas  City,  Mo 25 


3 
6 
7 
4 

13 
5 
7 
S 
1 

13 
9 
1 


Fleets  of  10  to  24  Units: 

33,  Baltimore  &  Oiiio  R.R.  Company,  Baltimore,  Md 34 

33.  Blue  Bus  Company,  Cincinnati,   Ohio 34 

34.  De  Camp  Bus  Lines,  Inc.,  Livingston,   N.   * 34 

30.  Illinois  Power  &  Light  Company.  Peoria.    Ill 34 

30.  Southern   Pacific   Motor   Transportation   Company,  Portland,  Ore 34 

37.  Capital  Traction  Company,  Washington,  D.  C 33 

38.  (Jary  Street   Railways,  tiary,   Ind 32 

39.  PortJand  Electric  Power  Company,  Portland,  Ore 33 

40.  Arrow  Bus  Line  Interstate  Company,  Montciair,   N.  ■! 21 

41.  Wiiite  Transit   Company.  Wilkes-Barre.  Pa 20 

43.  British  Columiiia  Rapid  Transit  Company,  Vancouver,   B.   C 19 

43.  Illinois  Power  &  Light   Company.  (ialesburg,  111 19 

44.  Nortliianfl    Transportation    Company,  Alinneapolis,  Minn 19 

45.  Houston   Electric   Company,  Houston,    Texas 18 

46.  New  Orleans  Public  Service  Company,  New  Orleans.  La 18 

47.  >lidland  Trail  Transit  Company,  Charleston,  W.  Va 17 

48.  Butler-Newark   Bus   Line,   Inc.,  Newark,  N.  J 16 

49.  Danbury  Power  &  Transportation  Company,  Danbury,  Conn 16 

50.  Dominion  Power  &  Transmission  Company.  Hamilton,  Ont..  Can 16 

51.  Evanston  Bus  Company,  Evanston,   111 16 

,52.  North  Coast  Transportation  Company,  Tacoma,  Wasii 16 

53.  I'nited  Electric   Railways  Company,  Providence.    R.   1 16 

54.  Wisconsin   Power   &   Light   Company,  Madison,  Wis 15 

55.  Illinois   Power  &   Light   Company,  Decatur,   III 14 

56.  Interstate  Coacil  Company,  Spokane,   Wash 14 

57.  Kentucky  Coacli  Company.  Lexington,   Ky 14 

58.  Miami  Beach  Electric  Company,  Miami,  Fla 14 

59.  Valley  Bus  Company,  Cincinnati.  Ohio 14 

60.  Illinois  Power  &  Light  Company,  Quincy,   III 13 

61.  Monongaliela  West  Penn.  Public  Service  Company,  Fairmont.  W.  Va 1,1 

62.  Topeka  Railway  Company.  Topeka,  Kang 13 

63.  I'nited  Motor  Coach   Company,  Des  Plaines,  HI i;? 

64.  Cannonball   Transportation   Company,  Portsmouth,  Ohio 12 

65.  Community   Traction  Company,  Toledo,  Ohio 13 


3 
4 
8 
6 
4 
7 
6 
5 
2 
14 
8 
6 
3 
8 
3 
4 
3 
,> 

2 
6 
4 
3 
4 
2 
4 
4 


Fleets  of  10  to  24  Units  (Continued) 


6<>. 
<>7. 
<>8. 
<>U. 
70. 
71. 

73'. 
74. 


78. 
7i». 
80. 


Effj'pliaii  Transportation  Company, 

Okiahonia  Kailwa.v  Company, 

TenneKsee  Transportation  Company, 

Brooklyn   Bus   Corporation, 

Louisville   Railway   Company, 

Sail  .4ntonio  I'liblic  Service  Company, 

A.  B.  &  \V.  KapicI  Transit  Company, 

.\1]anta  Coach  Company, 

ChicaKo.   North  Shore  &  Milwaukee  R.R.  Company, 

Cleveland  Railway  Company, 

Consolidateil  Cub  Company,  I.til.. 

(;rove  Street   Crosstown    Bus   Line, 

Key   System    Transit   Company, 

Xe«    York  &  Philadelphia  Bus  Line,  Inc., 

Southern  Public  ITtllities  Company, 


Marion,    111 

Oklahoma    City.   Okia 

Nashville,  Tenn 

Brooklyn,  N,  Y 

Louisville,    Ky 

San   .\ntonio,  TexaH    

.Alexandria,    Va 10 

.Atlanta,   Ga 10 

ChieaKo.    Ill ." 10 

Cleveland.     Ohio 10 

>lftntr<^il.   Que.,   Can 10 

IrviuKton.   N.   J 10 

(lakhiud.  Calif 10 

Brooklyn.    N.   Y 10 

W  .nston-Salem,  N.  C 10 


Coaches 

Ke4>rdcr» 

la 

fi 

13 

.-J 

13 

11 

I 

11 

1 

11 

3 

Fleets  of  5  to  9  Units: 


81.  I»pnver  *  iHterurban  Motor  Coach, 

tl'.i.  Knst  St.  Louis  &  Suburban  Railway, 

H:i.  Edwards   .Motor  Transit   Company,  Inc., 

84.  Krie  Coach  Company, 

8.*>,  Louisiana    Klectric   Company.    Inc., 

8<>.  Rockford   &   Interurban    Railway  Company, 

87.  Twin  City  Motor  Bus  Company. 

88.  Wisconsin    I'liblic   Service  Company, 
8!».  (iray   Line  Motor  Tours. 

90.  Municipal    Kail  ways. 

iU.  Tennessee  Klectric   Tower  Company, 

J»'I.  Central  TassenBer  Railway  Company, 

J»:j.  Illinois   rower   &    Lisht    Company, 

JM.  Kentucky  I  tilitics  Company,  Inc., 

!»5.  LoKan    Valley   Bus   Company, 

!M>.  New  Jersey   Interurhan  Coach  Company, 

J»7.  Portland-Seattle  StaRC  Line. 

}>8.  Red  Bird  Transit   Company. 

iHt.  Schuylkill  Transportation  Company, 

KM).  Shawnee-Tecumseh   Traction  Company* 

101.  Smith   Motor  Coach   Lines. 

10*i,  Tri-City   Railway   Ciunpany, 

lO.'i.  West  Ridee  Transtwir'ation  Company, 

101.  Wyoming  Auto  Bus  Company, 

10.5.  Bay  Cit'cs  Transit   Company, 

10<*.  Consolidatcfl  Coach   Company. 

107.  Delaware,  New  Jersey  Transportation  Company. 

108.  l>urhani   Public  Service  Company. 
lOtt.  Kastern    .Massachusetts   Street    K>ailway. 
110.  Kastern  Texas  Klectric  Company, 

lit.  Illinois  Tower  &   l<>eht  Ctmipany. 

ll'j.  Illinois   Tower  &   LifEliI   Company, 

ll.*!.  Interstate  Slate   Lines. 

114.  Key   West   Klectric  Companv, 

1 15.  KiniEslon    Corsolidated    Railway   Company, 
lltl.  LaCrosse  &  Soiitlfiistern   Railway. 

117.  LondfHi  Street    Railway  Company, 

118.  Madison  Railways  Company. 
110.  Mldlaiul  Trail  Bus  Line.  Inc.. 
1*^0.  Northwestern    Transit    Company, 

I'^l.  Thiladelphia   Sul»iirban  Transportation   <'onipany, 

12't.  Roanoke  Railway  &  Klectric  <'ompanv. 

I'^.'l.  Sao  Taulo  Ra'Iway.  Liifbt  &  Tower  C4)nipany, 

I'^l.  <'liicaKo,  South  Bend  &   N'ortiiern  Indiana   Railway, 

1*^5.  SpriuKtiehl   Traction  Company, 

I'^O.  Sutherland-Tiajuana   StaRes, 

I'ZT.  Blue  <i(Mise  Motor  Coach   Ct>mpany.   Inc., 

1*^8.  Blue    Line   Stafce    Company. 

I'^O.  Campbell   &  Cuddy  Motor  Tours. 

I.'IO.  Citizens  Traction  Company. 

i:tl.  Colorado  Sprinjcs  &   Inferurban    R.  R., 

I'lti,  Kmpress  Ta-\i  &  SlKhtseeiuK  Company, 

l.'t.'l.  FerBUHon-\Vellst4)n  Bus  Cinnpany, 

l.*{4.  <treyh4Mind    Lines, 

i'.i.'i.  Illinois  Tower  Company. 

I.ttt.  Interurhan  Transportation  Company, 

l.'17.  Kansas  Tublle  Servlre  Company, 

l.'{8.  .Metropolitan   Coach  Company, 

l.'tO.  .MontKomery  Bus  Company, 

140.  Nashville,  ChattanooKa  &  St.  LouU  Railway. 

141.  Niles   Center   Bus   Line, 

I4*.2.  Olyninia  (irays  Harbor  Transportation  Company, 

I4<1,  Tacitic   Kleetric   Railway  <'onipany, 

114.  Tennsylvanla-tMiio   Tower  &   LiKhl    Cttnipany, 

11.'^.  Reliable  Mot4ir  <'(HM'h  Company, 

1  l((.  Rtrlimoiul-U'ashinKton  Ciwch  Company, 

147.  SunHi>wer  Stace  Lines. 

148.  Terre  Haute,  Indiaiuipolis  &  Kastern  Tract'nn  Company. 
140.  liiifMi  Transfer  Company.  Inc., 

I.~»0.  M'aer  Bus  Company.  Inc., 

151.  Western   .Motor  Coach  Company, 

Ids.  Yellow  <'ab  Company, 


Denver,    Colo 9 

l-,;ist     M.     Louis.     Ill » 

DuBois,  Ta » 

Krie.   Ta !) 

Lake  Charles,  La S) 

Rockrord.    Ill 0 

Minneapolis.    Minn O 

(Jreen    Bay.    Wis » 

ChicaB<».    Ill 8 

St.   TetersburK,   Fla 8 

ChattanooKa.    Tenn 8 

Atlantic   City,    N.   J 7 

Danville.    Ill 7 

Tadueah,    Ky 7 

Altoona,   l*a 7 

Canulen.    N.    J 7 

Ta<'oma.  Wash 7 

Charleston,    W.    Va 7 

Thiladelphia.   Ta 7 

MuskoKce,   OkIa 7 

.Mempliis.   Tenn 7 

Davenport,    la 7 

(iirard,    Ta 7 

Wilkes-Barre,   l*a 7 

Santa    .Mimiea,    Caltf (1 

LexiuKt^m,    Ky <{ 

CridKcton.   N.  J O 

Durham,   N.   C in 

Boston,   Mass B 

Beaunumt,   Texas    (} 

(iranite  City,  III ii 

Oskalmtsa,  la tt 

To|M-ka,    Kans 6 

Key    West.    Fla 0 

KioKstim,  N.  V B 

LaCrosse.    Wis G 

London,    Out..    Can B 

Madison.    Wis H 

DIuey.    Ill H 

(»ak    Tark.    Ill B 

Thiladelphia,   Ta B 

Roanoke,     Va B 

Sao    I'aulo.    Brazil (\ 

Soutli    Beiul.    Iiul B 

SpriuKlleht,     .Mo ({ 

San    DIcKo,    Calif B 

KasI    St.   LouU,   Mo 5 

Walla  Walla,  Wash ft 

Boston,    Mass ft 

Oil   City.   Ta ft 

<(ihirado  SprluKH.  Col n 

Victoria.   B.    C..    Can ft 

Fericusoii,     Mi> ft 

Cincinnati.   Ohio ft 

SprioKHehl,   III ft 

Alevarulria.     La ft 

Atchison,  KaiiH 5 

ChieaKo.    Ill n 

Brj  n    Mawr,   Ta ft 

Nashville,  Tenn ft 

Nlles  Center,  III ,% 

Olympia,    Wash 5 

Los  Aneeles,  Calif ft 

^'ounKstown,    Ohio 5 

Monticello.    N.  Y ft 

Alexandria,  Va n 

Kansas   <'ity.    Mo ft 

lndlanapi>lis.    Ind 5 

Nashville.    Tenn ft 

Kaston,   Ta 5 

<'hieaKo.    Ill 5 

Oklahoma   <'ity,   Okin 5 


General  Motors  Truck  Company 

Pontiac,  Michigan 


/u)ic  30,  1928 


ELFXTRIC  RAILWAY  JOURNAL 


31 


HOUSTON   ELECTRIC 


EXCLUSIVELY 


Houston  Electric  Company  operates  a  fleet  of 
63  motot  buses. 

These  buses  last  year  delivered  a  total  mileage 
of  1,521,441  bus  miles.  This  year,  they  are  ex- 
pected to  run  in  excess  of  2,000,000  miles. 

For  four  years  now,  Houston  Electric  Company 
buses  have  been  equipped  with  Goodyear  Bus 
Tires  exclusively. 

That  amount  of  service  and  that  length  of 
service  furnish  the  strongest  testimonial  to  the 
quality  and  economy  of  Goodyear  Tires. 

If  there  were  any  better  tires,  Houston  Electric 
Company's  policy  of  using  the  best  would  dic- 
tate their  use. 

If  there  were  anything  as  good  at  lower  costs. 


Houston  Electric's  regard  for  economical 
public  service  would  insure  their  use. 

Houston  Electric  uses  Goodyears  exclusively. 

*  *  * 

Goodyear  Bus  Tires  have  many  exclusive  fea- 
tures. They  have  the  All -Weather  Tread  for 
Traction  and  Safety.  They  are  made  of  SUPER- 
TWIST — Goodyear^s  extra-elastic  and  extra- 
durable  cord  fabric— for  long  wear,  for  road 
insurance  against  blowouts  and  bruises,  and 
for  balloon-effect  cushioning. 

They  combine  these  exclusive  features  with  a 
low-per-mile  cost  that  shows  up  on  the  right 
side  of  the  traffic  ledger. 

If  you  want  these  tire  advantages,  at  no  more 
first  cost  and  at  less  final  cost,  equip  your  buses 
with  Goodyears  exclusively. 


For  ei^ery  Goodyear  Cord  Bus  Tire  there  is  an  equally  fine 
Qoodyear  Tube,  built  especially  to  the  needs  of  bus  service 


6##ni 


Copyright  1928.  by  The  GooUjear  Tire  &  Eubber  Co.,  lot 


32 


ELECTRIC  RAILWAY  JOURNAL 


Jinir  30.  1928 


BaixKers^  E^tvgin^  ere 


jfor^.  Bacon  S.  ^avfe 

incorporated 

£ngmeer5 

115  Broadway,  New  York 
rHILADEI.PHIA  CHICAGO  SAN  FRANCISCO 


STONE  &  WEBSTER 

Incorporated 

Design  and  Construction 

Examinations     Reports    Appraisals 

Industrial  and  Public  Service  Properties 

NEW  YORK  BOSTON  CHICAGO 


Sanderson  &  Porter 

ENGINEERS 
PUBLIC  UTILITIES  &  INDUSTRIALS 

DmIcii  CoDatructioD  Manacement 

EisminaUoni  Keports  ValuatlODi 


CHICAGO 


NEW  YORK 


BAN  rBANCISCO 


ALBERT  S.  RICHEY 

ELECTRIC   RAILWAY   ENGINEER 

WORCESTER.    MASSACHUSETTS 

RIPORTa-  APPRAISALS  •  RATES  ■  OPERATION  ■  SERVICC 


C.  B.  BUCHANAN 

President 


W.    H.   PRICE,   JR. 

.Se«'y-Trea». 


JOHN    F.    I-AYNO 

Vice-President 


BUCHANAN  &  LAYNG  CORPORATION 

Engineering  and  Management,  Construction 

Financial  Reports,  Traffic  Surveys 

and  Equipment  Maintenance 


BALTIMORE 

1004  Citizeoa  National 

Bank  Bldg. 


Phone : 
Hanover:  2113 


NEW  YORK 
40  WaU  Street 


HEMPHILL  &  WELLS 

CONSULTING  ENGINEERS 

Gardner  F.  WeHs  Albert  W.  Hemphill 

APPRAISALS 

INVESTIGATIONS  COVERING 

Reorganization       Management       Operation       Construction 

43  Cedar  Street,  New  York  City 


KELKER,  DeLEUW  &  GO. 

CONSULTING  ENGINEERS 

REPORTS  ON 

Operating  Problem!  Valuationi  Traffic  Surreyi 

111  W.  Wathington  Street,  Chicago,  III. 


E.  H.  FAILE  &  CO. 

Designers  of 
Garages —  Service  Buildings —  Terminals 

441  liEXmOTON  ATX.  NEW  TOBK 


The  J.  G.  White 
Engineering  Corporation 

Engineers — Constructors 

Oil  Refineries  and  Pipe  Lines,  Steam  and  Water  Power  Plants,  Transmission 
Systems,  Hotels,  Apartments,  Office  and  Industrial  Buildings.  Railroads. 

43  Exchansre  Place  New  York 


THE  BEELER  ORGANIZATION 

Transportation,  Traffic,  Operating  Surveys 

Better  Service — Financial  Reports 

Appraisals — Management 

52  Vanderbilt  Ave.  New  York 


Engelhardt  W.  Holst 

Consulting  Engineers 

Appraisals  Reports  Rates  Service  Investiffation 

Studies  on   Financial   and   Physical    Rehabllitatioo 

ReorffanizatioD     Operation     Management 

683  Atlantic  Ave.,  BOSTON,  MASS. 


STEVENS  &  WOOD 

INCORPORATED 

ENGINEERS  AND  CONSTRUCTORS 

120  BROADWAY,  NEW  YORK 


ENGINEERING 
CONSTRUCTION 


YOUNGSTOWN,  O. 
CHICAGO.  ILL. 


FINANCING 
MANAGEMENT 


DAY  &  ZIMMERMANN.  Inc. 

ENGINEERS 

Design    -  Construction    -    Reports 

Valuations   -   Management 

NEW  YORK              PHILADELPHIA                Chicago 

WALTER  JACKSON 

Consultant  on  Fares  and  Motor  Buses 

The  Weekly  and  Sunday  Pass — Differential 
Fares — Ride  Selling 

c/o  C.  P.  Thomas,  Operating  Manager 
London  Underground  Railways,  London,  England 


McGLELLAN  &  JUNKERSFELD 

Incorporated 

Engineering  and  Construction 

Exam  inations — Reports — Valuations 
Transportation  Problems — ^Power  Developments 

68  TRINITY  PLACE  NEW  YORK 


THE  P.  EDWARD  WISH  SERVICE 


so  Church  St. 
NEW  YORK 


Street  Railway  Inspection 
DETECTIVES 


131  State  St. 
BOSTON 


When  writing  the  advertlger  for  information  or 

prices,  a  mention  of  the  Electric  Boilway 

Journal  would  be  appreciated. 


June  30, 1928 


ELECTRIC  RAILWAY  JOURNAL 


33 


MiHiiiiiuiiiuiimiimimiiiiiiiMiiniiiiiiiiiniiitiiiiiiiiiiiiiiHiimiiiiiitiiiiiiiiiiiiiiiiiiiiiNiiiiiiiiiiiimiiiiiitMiMiiniiMiiiiiiiiiimimiiiiiiiiiiuiiiiii 


THE  BABCOCK  &  WILCOX  COMPANY 


Builders  since  1868  of 
Water  Tube  Boilers 
of  continuing  reliability 

BRANCH  OFFICES 
Atlanta,  Candler  Building 
Boston,  80  Federal  Street 
Chicago,  Marquette  Building 
Cincinnati,  Traction  Building 
Clsvelano,  Guardian  Building 
Dau^as,  Texas,  Magnolia  Building 
Denver,  444  Seventeentii  Street 
Detroit,  Ford  Building 
Houston,  Texas,  Electric  Building 
Los  Anoeles,  Central  Building 
New  Orleans,  344  Camp  Street 


85  Liberty  Street,  New  York 

Makers  of  Steam  Superheaters 
since  1898  and  of  Chain  Grate 
Stokers    since    1893 


WORKS 
Bayonne,  N.  J. 
Barberton,  Ohio 


BRANCH  OFFICES 

Philadhlphia,  Packard  Building 
Phoenix,  Ariz.,  Heard  Building 
Pittsburgh,  Farmers  Deposit  Bank  Building 
Portland,  Ore.,  Falling  Building 
Salt  Lake  City,  Kearns  Building 
San  Francisco,  Sheldon  Building 
Seattlb,  L.  C.  Smith  Building 
Honolulu,  T.  H.,  Castle  &  Cooke  Building 
Havana,  Cuba,  Calle  de  Agular  104 
San  Juan,  Porto  Rico,  Royal  Bank  Building 


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giriiiiiiiiniiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiir 

J.  ROWLAND  BIBBINS 

Engineer — 2301  Connecticut  Ave.,  N.  W.  Washington,  D.  C. 

TRANSPORTATION  SURVEYS 
Organized      Traffic     Relief    and      Transit     Development 
Co-ordinating     Motor     Transport,      Railroad     and     City 
Plans,    Service,    Routing,   Valuation,    Economic    Studies 
EXPERIENCE   I.M   2(1    CITIES 


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^N  m|MgI|  ^^^  ^^^^.^^  ^^^  Ventilating 


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laaoi 


— are  no  longer  operating  problems.  We  can  show  you 
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sjiiiiiniiiniuiiiiiiiriiiMiiiiKiiiiMiniiiintiiitnitniiiiiiniiniiiiiiiiiiiii iiiiiiiiiiiniiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiii iiniiiiiiiiiiii^ 


OoubU  Raslstar 


International 
Registers 

Made  in  sidkIc  and  double 
typei  to  meet  requirementi 
of  service.  For  hand  or  foot, 
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tion. Counters,  car  fittings, 
conductors'   punches. 


The  International  Register  Co. 

IS  South  Throop  Street,  Chicago,  Dlinoij 


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I'll iiriiiiiijiiiiimi riiiiiiiiiiijiiij iiiii j iiiiiiiiiiiiiiiiu i iii ii i iiiiiiimiiiih: 

j        Kalamazoo  Trolley  Wheels 


Electrical  Wires  &  Cables  I  I 


John  A.  Roebling's  Sons  Co 


Trenton,  N.  J.  |    | 


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^i:iiiniiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiirtiiiiiitintiiiiiiniiitiiiiiiiiiiiiiiiiiiiii]iiiiiiniiiiiiiriiniiiiiiiiiiiiiiiiiiii)itiiitiiiiiiiiiiiiiitiiiiiiniii<^ 

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.  EAST  ST.  LOU  IS.  ILL 
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SALES  OFFICES  AT  ALL  WORKS 
uMain  Ortice.  HILLBURN,  N.Y. 


rininMnii)iiiMinMininiiiinniiuiiitiiitiiitiiiiiinMiMii[MniiiiiitiiiiMniiiniiiiiiiiiiMiitiitiiitiiiiiiiiiininiiiiiiiiiniiiiiiiiiniiiMniiii. 
iiiiuiiiiiiimiiMiitMiiMiiiiiimMiiiiiiitniiiiiimiiMiriiuriiiiiiiiiiiiiiiiiinMiriiiiMiiMiiiMiiiiiiMnMmiiiiiimn^^^  iil 

—BELL— 


The  value  of  Kalamazoo  Trolley 

Wheels    and    Harps    has    been 

demonstrated  by  large  and  small 

electric    railway    systems    for   a 

period    of   thirty   years.     Being 

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I  no  other  lines  to  maintain,  it  is 

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I  appreciate  your  inquiries. 

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I  KALAMAZOO,  MICH.,  U.  S.  A. 

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yiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiuiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiMiiiiitiiiiiiijiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiu^ 

I  Efficient  Bus  Heating  I 

i  rvith  I 

The  N«L  Venti-Duet  Heater 

I  THE  NICHOLS-LINTERN  CO.  | 

1  7960  Lorain  Ave.  Cleveland.  Ohio  | 

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i-iiiiiiiiiiiiiiiiiiiililllllllltiiiiiiitiiiiiiniiininMinintiiniiniiiiiiiiiii)iiliiiiiiiiiiii)iiiiiii]iiiiiiiiiiiiiiiiiiiiiiiiiii)iiiiiiiniiiriiji in;. 


NORTHERN 


CEDAR   POLES. 


WESTERN 


BUTT  TREATING 
ALL  GRADES 


TIES 


BELL    LUMBER   CO.,  Minneapolis,  Minn. 


J 


/\  Rod,  Wire  and  Cable  Products 

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mm  mjr>e  to  consumer 


THE    AMERICAN    BRASS    COMPANY 
General  Offices    -    -    25  Broadway,  New  York 

ANACONDA  TROLLEY  WIRE 


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34 


ELECTRIC  RAILWAY  JOURNAL  J„iic  30,  1928 

uniiiiMiiiiiiriiHiiiiiiiiiiiiiiiiiiiriitiiuiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiinniriiiiiniiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiDiriiiiiiiiMiiriiiiiiiiiif 


TO  EVERY  MAN  who  subscribes  to  the  Library  of  Electrical 
Maintenance  and  Repair  NOW  we  will  give  a  copy  of  Braymer 
and  Roe's  Repair  Shop  Diagrams  and  Connecting  Tables  for  In- 
duction Motors,  the  latest  and  most  practical  book  on  the  subject. 
No  charge  for  it — it  comes  to  you  FREE  with  this  helpful  main- 
tenance and  repair  library. 

Electrical 
Maintenance  and  Repair 

5  volumes — 1810  pages — 1756  pictures  and  diagrams 

J,  The  five  books  in  this  library  discuss  actual  repair  jobs  and 
show  you  step  by  step  what  to  do  when  anything  goes  wrong. 

J^^  They  show  you  how  to  locate  and  remedy  motor  and  gen- 
erator troubles. 

\^  They  show  you  how  to  reconnect  motors  to  meet  any  condi- 
tion of  voltage,  phase,  frequency  and   speed. 

A,  They  give  you  suggestions  for  preventing  electrical  machinery 
troubles. 

5»    They  cover  fully  the  rewinding  of  motors. 


6. 

7. 


They  present  information  that  will  help  you  get  better  service 
out  of  your  electrical  equipment. 

They  give  you  tables,  data,  kinks  and  diagrams  that  you  will 
find  of  priceless  value  every  day  on  every  job. 

Every  maintenance  and  repair  man  needs  them 

The  books  contain  hundreds  of  photographs,  diagrams  and  tables, 
which  show  you  how  to  go  about  it  to  make  an  effective  repair 
job.  There  are  wiring  diagrams  covering  A.C.  and  D.C.  genera- 
tors, feeders,  transformers,  potential  regulators,  synchronous  con- 
verters, batteries  and  boosters,  sub-stations,  lamp  mechanism 
connections,  rheostats  and  controllers,  lightning  arresters,  auto- 
matic switches,  railway  controllers,  etc. 

Free  examination — no   money  down — only  $1.00  in   ten 
days  and  $2.00  a  month  until  paid. 

Fill  In  and  mail  the  coupon  attached  and  we  will  send  you  the  entire  Bet 
of  five  volumes  for  ten  days'  Free  Examination.  We  take  all  the  risk — pay 
all   chart^es, 

Tou  assume  no  ohlliratlon — you  pay  nothing:  unless  you  dwide  to  ke(>p 
the  hooks.  Then  $1.00  in  ti-n  days  and  the  balance  at  the  rale  of  $2.00 
a  month.     Send  the  coupon  NOW  and  see  the  books  for  yourself. 


FREE  EXAMINATION  COUPON 


McCruiv-Ilill  Book  Co.,  Inc.,  370  Seventh  Ave.,  New  York. 

Gentlemen : — Send  me  the  New  Library  of  Eleetrleal  Mnlntenanep 
und  Repair,  all  eharires  prepaid,  for  10  days'  Free  Examination. 
If  satisfactory  I  will  send  $1.00  in  ten  days  and  $2.00  a  month  until 
$1.').00  has  been  paid.  If  not  wanted  I  will  return  at  ,vi)ur  expensiv 
fpon  receipt  of  my  first  payment  yon  are  to  senil  me  free  a  copy 
of  Braymer  and  Roe's  Repair  Shop  Diafrrams.  I  IMPORTANT — Tn 
secure  books  on  approval  write  plainly  and  flll  in  all  tines.) 

Name      

Home    Address    . , 

CJty  and  State 

Kame  of  Company   

Occupation E  0-:lO 


COLUMBIA 


Railway  Supplies  and  Equipment 


Machine  and 
Sheet  iVIetal  Work 

Forgings 

Special  Machinery 

and   Patterns 

Grey  Iron  and 
Brass  Castings 

Armature  and 
Field  Coils. 


The  Columbia  Machine  Works  and  M.  I.  Co. 

263   Chestnut  St.,  corner   Atlantic   Ava., 
Brooklyn,  New  York 


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STANDARD 

STEEL  £S.ODUCTS 


steel  A^^MKI  Spring 

Armature  Shafts 
Rolled  Sfeel  Wheels 

STANDARD  STEEL  WORKS  COMPANY 

PHILADELPHIA,  PA. 

BRANCH    OFFICES 

CHICAGO    NEW  YORK    PORTLAND   SAN  FRANCISCO   STLOUIS 
PITTSBURGH  HOUSTON    RICHMOND  STPAUL  MEXICO  CITY 

WORKS     BURNHAM.PA. 


i 


You 
Haive  Every 
Confidence 

and 
Assurance 

WHEN 


r 


"N 


You  Realize  That— 

Dayton  Ties 

}\,ave  proved  in  every  test 

EASE  OF  INSTALLATION 
Because  Ties  Are  Easy  To  Handle 

MINIMUM  OF  TRACK  GANG 

SUPERVISION 
Because  Concrete  Is  The  Foundation 

MINIMUM  MAINTENANCE  COST 
Because  Concrete  Is  Protected  From  Disintegration 

NO  FAILURES  ANYWHERE 

Because  Dayton  Ties  In  Concrete  Are  Built 

On  Correct  and  Sound  Principle 

PLUS 

Increasing  Recognition  and  Satisfied  Users 

Throughout  Electric  Railway  Field 


THE  DAYTON 

MECHANICAL  TIE  CO. 

DAYTON,  OHIO 


J 


June  30, 1928 


ELECTRIC  RAILWAY  JOURNAL 


37 


Searchlight 


TION 


USED  EQUIPMENT  CS,  NEW^—BUSINESS  OPPORTUNITIES 


L'NT>lSPLATfi2D-~RATB  PJEU  WORD; 

i*o»Uion$  Wanted.  4  cents  a  wwd.  mlniinujii 
7S   cents  an  insertlwi,  payable  lo  adrance. 

Pmiiiuru  Vacant  and  all  othw  claaslficatlwis, 
8  ceijts  a  word,  minimum  charge  J2.00, 

JPra/iOiKUt.  40  cwits  a  line  an  Insertion. 


INFORMATION; 

Bex  \umherg  In  care  of  any  of  our  artl^es 
count   10  words  additional  In  undlspUyed  ads. 

lyixcount  of  Xif'^c  if  one  payment  is  made  In 
advance  for  four  consecutive  Insertitms  of 
undlBplayed  ads    (not  Includlns  proposals). 


DISPLAYED— R A TK  PER  INCH: 

1    to     ;!   incJicB ?4.50    an   Jndi 

■1    to      7    inches . 4. 3fi    an    inch 

«   to  14   IncheB.  . 4. 10    an   inch 

Hates  for  larger  6j>actt8,  orycartyjaios.o;i request. 

.in  ndvniitinff   inch   is   meaauied  vertically   tMi 

tmv  column,  3  culumns— 30  inches — to  a  pagt;. 


When  Writing 
Your  Ad 

Provide  an  indexing  or 
subject  word. 

Write  it  as  the  first  word 
of  your  ad. 

If  it  is  a  Position  Wanted 
or  Position  Vacant  ad, 
make  the  first  word  the 
kind  of  position  sought  or 
offered. 

This  will  assure  proper 
classification  in  the  column. 

The  right  is  reserved  to 
reject,  revise  or  properly 
classify  all  Want  Adver- 
tisements. 

Proper  Classification 

increases  the  possibility  of 

Prompt  Returns 


POSITIONS  WANTED 


I  CAN  manage  your  street  railway  prop- 
erty regardless  of  location,  size  or  local 
difflculties.  PW-108,  Electric  Railway 
Journal,  Tenth  Ave.  at  36th  St.,  New 
York. 


MANAGER  or  general  superintendent ; 
fifteen  years'  successful  experience. 
PW-116,  Electric  Railway  Journal,  Tenth 
Ave.  at  36th  St.,  New  York. 


SUPERINTENDENT  transportation,  wide 
experience,  established  successful  record, 
every  class  of  transportation,  progressive, 
efficient,  capable  getting  results  under  any 
condition ;  available  short  notice ;  fine 
references.  PW-117,  Electric  Railway 
Journal,  Guardian  Bldg.,  Cleveland,  Ohio. 

■  IMItlMllltlllllllMMII 


IIMMMIf IIIIHIMIIIH HIIHIIMIHI[f  = 

you    are   in    charge    of  |  I 

employment    and    need  I  | 

good  men —  |  I 

you   are   an   individual  |  | 

seeking   a   better   posi-  |  | 

tion — '■  I  I 

ADVERTISE  |  | 

in      the     Employment  \  \ 

Columns  of  the  i  | 

SEARCHLIGHT  SECTION  I  1 


If 

Or 


AN  ENGINEER- 1 

ECONOMIST  I 

35  years  of   ag-e,   raised  in  the   practical  I 

school    of    thingra.    has    had    an    unusually  | 

broad,    practical,   executive   experience   that  I 

has    contacted    practically    every    basic    in-  i 

dustry  known  in  the  United  States,  as  well  i 

as  many  collateral  industries.  | 

His     experience     has     been     very    broad.  I 

practical    and    thorougrh    in    all    classes    of  I 

Public    Utilities    and    has    contacted,    in    a  i 

practical   manner,   all  phases  of  the   Petro-  = 

leum  industry.  | 

He    is    especially    well    equipped    to    in-  | 

vestigate   subjects   for    financing-   and   place  I 

before   the   principals  involved   the   salients  I 

in   such   a  manner   as   to  enable  intelligent  | 

action.  | 

He  is  capable  of  analyzing-  the  causes  of  i 

\    poor     earning-s     and     prescribe     corrective  I 

I    measures  and.   if  necessary,   administer  the  I 

I    subject  until  the  desired  conditions  prevail.  = 

=     An  organizer  and  a  handler  of  men.    Works  s 

=    harmoniously  in  any  situation.     Abreast  of  I 

=    important  matters  of  the  day  and  capable  i 

I     of    reshaping    general,     as    well     as    sales,  = 

=     policies  in  a  practical  fashion  to  meet  the  I 

I    changing  conditions  of   the   day.  | 

I         His  experience  and  ability  are  such  as  to  I 

I    make  his  service  of  large  value  to  financial  I 

=    interests    where    there    are.    from    time    to  = 

I    time,  varying  problems  to  be  solved.  I 

=         Will  consider  connections  with  the  right  I 

=     people  and  where  the  future  appears  to  be  I 

I    compensating.  | 

I         Available  in  fifteen  to  thirty  days.  I 

I         Reply  care   of:  | 

I             PW-118.  Electric  Railway  Journal,  i 

I         Tenth  Ave.  at  36th  St..  New  York  City  = 

riHIItllllllllltltllllllllOMItlllllltllllllrMllllirillullllMIIMIIIIIIIIIIMIttllltMl 


STREET  RAILWAY  EQUIPMENT    fTI 

Bought  and  Sold  ^^  ^ 

Highest  Prices  for   entire  Railways  and  Power  Plants 

H.  E.  SALZBERG  COMPANY,  Inc. 

225   Broadway,  New  York  City 


"SearchHght'' 

is 

Quick  Action 
Advertising 

• 

38 


ELECTRIC  RAILWAY  JOURNAL 


June  30, 1928 


WHAT  AND  WHERE  TO  BUY 

Equipment,  Apparatus  and  Supplies  Used  by  the  Electric  Railway  Industry 

with   Names   of   Manufacturers   and   Distributors   Advertising    in    this    Issue 

This  index  is  published  as  a  conrenience  to  the  reader.    Every  care  is  taken  to  make  It 
accoratA.  but  Electric  Railway  Journal  assumes  ao  responsibility  for  errors  or  omissions. 


Advertising,  Streeet  Car 
Collier.  Inc.,  Barron  G. 

Air  Brakes 

Geiier-al  Electric  Co. 
Weetinghouse  Tr.  Br.  Co. 

Anchors,  Guy 

Elec.  Service  Supplies  Co. 
General   Electric  Co. 
Ohio  Brass  Co. 
Westinghouse  E.  &  M.  Co. 

Armature  Shop  Tools 

Columbia  Machine   Works 
Elec.  Service  Supplies  Co. 

Aatomatoc  resulators.  volt- 
age current  &  synohroniz- 
Ing 

American  Brown  Boveri 
Elec.  Corp. 

Automatic  Return  Switch 
Stands 
Bamapo  Ajax  Corp. 

Automatic  Safety  Switch 
Stands 

,    Bamapo  Ajax  Corp. 

Axles 

Bemis  Car  Truck  Co. 
Bethlehem  Steel  Co. 
Brill    Co..    The  J.    G. 
Carnegie  Steel  Co. 
Cincinnati    Car    Co. 
Illinois  Steel   Co. 
Westinghoiise  E.  &  M.  Co. 

Rahhftting  Devices 

Columbia  Machine  Works 

Badges  and  Buttons 

Eleo.   Service   Supplies  Co. 
Inter.    Cash    Reg.    Co..    The 

Batteries.  Dry 

Nichols-Lintern  Co, 

Bearings,  Anti-Friction 
Timken    Roller   Bearing   Co. 

Bearings  and  Bearing  Metals 

Bemis  Car  Truck  Co. 
Brill  Co..  The  J.  G. 
Cinciimati  Car  Co. 
Columbia  Machine  Works 
Westinghouse  E.  &  M.  Co. 

Bearings,  Center  and  Roller 
Side 

Cincinnati  Car  Co, 
Columbia   Machine  Works 
Stucki    Co..    A. 

Bearings.  Roller 

Timken  Roller  Bearing  Co. 

Bearings,  Thrust 

Timken  Roller  Bearing  Co. 

Bells  and  Buzzers 

Consolidated   Car   Hlg.   Co. 

Bells  and  Gongs 

Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Columbia  Machine  Works 
Elec.  Service  Supplies  Co. 

Benders.  Rail 

Railway   Trackwork   Co. 

Bodies,  Bur 

Brill  Co.  The  J.  G. 

Boilers 

Babcock  &  Wilcox  Co. 

Bolts  &  Nuts.  Track 

Illinois  Steel  Co. 

Bolts,   Case   Hardened 

Bemis  Car  Truck  Co. 

Bond  Testers 
American   Steel    &  Wire  Co. 
Electric  Service  Supplies  Co. 

Bonding   Apparatus 

American   Steel   &  Wire  Co. 
EIpc.    Service   Supplies  Co. 
Ohio   Brass   Co. 
Railway  Trackwork   Co. 
Una  Welding  &  Bondinr  Co. 

Bonds.  Rail 

American   Steel   &.  Wire  Co. 
Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Ohio  Brass  Co. 
Railway  Trackwork  Co. 
Una  Welding  &  Bonding  Co. 
Westinghouse  E.  &.  M.  Co. 


Books 

McGraw-Hill  Book  Co. 

Brackets  and  Cross  Arms 
( See  aisp  Poles,  Ties, 
Posts,  etc.) 

Columbia  Machine  Works 
Elec.     Ry.     Equipment    Co. 
Elec.   Service   Supplies   Co. 
General  Electric  Co. 
Ohio   Brass  Co. 

Brake  Adjusters 

Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
National  Ry.  Aopliance  Co. 
Westinghouse  Tr.  Br.  Co. 

Brakp  Shoes 
Amer.  Br.  Shoe  &  F'dry  Co 
lietnis   Car  Truck  Co. 
Brill  Co..  The  J.  G. 

Brake  Testers 
National   Ry.   Appliance  Co. 

Brakes,  Brake  Systems  and 
Brake  Parts 
Bemis  Car  Truck   Co. 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Columbia  Machine  Works 
General  Electric  Co. 
National   Brake  Co.    . 
Westinghouse  Tr.  Br.  Co, 

Brakes,  Magnetic  Rail 

Cincinnati  Car  Co. 

Brushes,  Carbon 

General  Electric  Co. 
Mortranite  Brush  Co. 
Westinghouse   E.    &   M.   Co. 

Brushes,  Graphite 

Morganile  Brush  Co. 

Brushholdern 

Cohmibia  Machine  Works 
General  Electric  Co. 

Buses 

International   Harvester  Co. 
Sludebaker  Corp.  of 

America 
Twin  Coach  Corp. 
Versare  Corp. 

Buses,  Motor 

General  Electric  Co. 

Bus  Lighting 

National   Ry.   Appliance  Co. 

Bushings,  Case  Hardened 
and  Manganese 

Bemis  Car  Truck  Co. 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Columbia  Machine  Works 

rahl«>H   (See  Wires  and 
Cables) 

Cambric  Tapes.  Yellow  and 
niark   VnrniHh 

General  Electric  Co. 
Ifvinglon  Varn'h  &  Ins.  Co. 

Carbon  Rrushes    (See 
Brushes.  Carbon) 

Car  Mghtinc  Fixtures 

Elec.   Service   Supplies  Co. 

Car    Panel    Safety    Switches 

Consolidated   Car   Htg.   Co. 
Westingnouse   E.   &  M.   Co- 
Car  Steps,  Safety 
Cincinnati  Car  Co. 

Car  Wheels,  Rolled  Steel 

Bethlehem  Steel  Co. 

Cars,  Dump 
Brill  Co..  The  J.  G. 
DifYerential  Steel  Cax  Co. 

Cars,   Gas-Klectrlc 

Brill  Co..  The  J.  G. 
General  Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Cars.  Gas,  Rail 

Brill  Co..  The  J.  G. 

Cars,  Passenger,  Freight, 
Express,    etc. 
American  Car  Co. 


Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Kuhlman  Car  Co..  G.  C. 
Twin   Coach  Corp, 
Wason  Mfg.  (i)o. 

Cars,  Self- Propel  led 

Brill  Co..  The  J.  G. 

Castings.   Brass   Composition 
or  Copper 

Cincinnati  Car  Co. 
Columbia  Machine  Works 

Castings,    Gray    Iron    and 

Steel 
Bemis  Car  Truck  Co. 
Columbia  Machine  Works 
Standard  Steel  Works 

Castings.  Malleable 

Timken    Roller    Bearing   Co. 

Castings.   Malleable  &  Brass 

Bemis    Car    Truck    (^o. 
Columbia  Machine  Works 

Catchers  and  Retrievers, 
Trolley 

Elec.   Service   Supplies   Co. 
Ohio   Brass  Co. 

Change  Carriers 

Cleveland    Fare  Box   Co. 
Electric  Service  Supplies  Co. 

Change   Trays 
Cincinnati  Car  Co. 

Circuit-Breakers 

American  Brown  Boveri 

Elec.   Corp. 
General    Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Clamps   and   Connectors   for 
Wires  and   Cables 
Columbia    Machine    Works 
Elec.   Ry.   Equipment   Co. 
Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 
Westinghouse  E.  &  M.  Co. 

Cleaners  and  Scrapers.  Track 

(See       aUo       Snow-Plows. 
Sweepers   and    Brooms) 

Brill   Co..   The  J.   G. 
Cincinnati  Car  Co. 

Coll  Banding  and  Winding 

Machines 
CoUirobia    Machine    Works 
Elec.    Service    Supplifs    Co. 
Westinghouse  E.  &  M.  Co. 

Colls.  Armature  and  Field 

Columbia   Machine  Works 
Gcufral  Electric  Co. 
Westinghouse  E.  &  ^.  Co. 

Colls.  Coke  and  Kicking 

Elec.    Service   Supplies  Co. 
General    Electric   Co. 
Westinghouse  E.  &  M.  Co. 

Coin  Changers 

Johnson    Fare  Box   Co. 

Coin   Counting  Machines 

Cleveland  Fare  Box  Co. 
Inter.    Cash    Reg.    Co..    The 
Johnson   Fare    Box   Co. 

Coin   Sorting   Machines 

Cleveland  Fare  Box  Co. 
Johnson  Fare  Box  Co. 

Coin  Wrappers 
Cleveland  Pare  Box  Co. 

Commutator  Slotters 

Columbia  Machine  Works 
Elec.    Service   Supplies   Co. 
Westinghouse  E.  &  M.  Co. 

Commutators  or  Parts 

Columbia  Machine  Works 
General  Electric  Co. 
Westinghouse  E.   &  M.  Co. 

Compressors,   Air 

General    Electric   Co. 
Westinghouse  Tr.  Br.  Co. 

Condensers 

General  Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Condensor  Papers 
Irvington  Varn'h  &  Ins.  Co. 

Connectors.   Solderless 
Westinghouse  E.  &  M.  Co. 

Connectors.  Trailer  Car 

Columbia  Machine  Works 


Consolidated  Car  Htg.   Co. 
Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 

Controllers  or  Parts 
Columbia  Machine  Works 
General    Electric   Co. 
Westinghouse  E.  &  M.  Co. 

Controller   Regulators 

Elec.  Service  Supplies  Co. 

Controlling    Systems 
General    Electric    Co. 
Westinghouse  E.  &  M.  Co. 

Converters.    Rotary 

General    Electric    Co. 
Westinghouse  E.  &  M.  Co. 

Copper  Wire 

American  Brass  Co. 
Anaconda    Cop.    Mining    Co. 

Copper  Wire  Instruments, 
Measuring,  Test  lug  and 
Recording 

American  Braes  Co. 
Anaconda  Copper  M.nint;  Co. 

Cord,    Bell.   Trolley,    Register 

American  Steel   &   Wire  Co. 
Brill  Co..  The  J.  G. 
Elec.  Service  Supplies  Co. 
Inter.    Cash    Reg.    Co..    The 
Roebiing's  Sons  Co.,  John  A. 
Silver  Lake  Co. 

Cord  Connectors  and 
Couplers 

Elec.   Service   SuppUes   Co. 

Couplers    Car 

Brill   Co..   The  J.   G. 
Cincinnati    Car    Co. 
Ohio    Brass    Co. 
Westinghouse  Tr.  Br.  Co. 

Cowl  Ventilators 
Nichols-Linlerri  Co. 

Cranes,   Hoists   a    T.Ifts 

Electric  Service  Supplies  Co 

Cross    Arms    (See   Brackets) 

Crossing   Foundations 

International    Steel    Tie    Co. 

Crossings 

Ramapo  Ajax  Corp. 
Wm.   Wharton.  Jr.   &  Co. 

Crossings,    Frogs    &   Switches 

Ramapo  Ajax  C'orp, 
Wm.   Wharton.   Jr.   &  Co. 

Crossings,  Manganese 

Bethlehem  Steel  Co. 
Ramapo  Ajax  Corp. 
Wm.  Wharton.  Jr.  &  Co. 

Crossings,  Track  (See  Track 
Special  Work) 

Crossings,   Trolley 
General  Electric  Co. 
Ohio    Brass    Co. 
Westinghouse  E.  &  M.  Co. 

Curtains   &   Curtain   Fixtures 

Brill    Co..   The  J.   G. 

Cutting  Apparatus 

General    Electric  Co. 
Railway   Trackwork   Co. 
Una  Welding  &  Bonding  Co. 
Westinghouse  Tr.  Br.  Co. 

Dealer's  Machinery  &  Second 
Hand     Kf|ui]>meiit 
Salzbcrg  Co..  Inc.,  H.  E. 

Derailing  Devices  (See  also 
Track   Work) 

Derailing  Switches 
Ramapo   Ajax  Corp. 

Destination    Signs 
Columl>Ia  Machine  Works 
Elec.    Service    Supplies    Co. 

Detective   Service 
Wish-Service.    P.    Edward 

Door    Operating    Devices 

Brill  Co..   The  J.   G. 
Cincinnati   Car    Co. 
Consolidated  Car  Heating  Co. 
National  Pneumatic  Co. 


Doors    &     Door    Fixtures 
Brill    Co..    The    J.    G. 
Cincinnati    Car   Go. 
Hale-Kilburn    Co. 

Doors.   Folding  Vestibule 

National   Pneumatic  Co. 

Drills,    Track 

American  Steel  &  Wire  Co. 
Electric  Service  Supplies  Co.- 
Ohio   Brass   Co. 

Dryers,   Sand 

Electric  Service  Supplies  Co. 
Westinghouse  E.  &  M.  Co. 

Ears 

Columbia    Machine    Works 
Electric  Service  Supplies  Co. 
General    Electric    Co. 
Ohio   Brass   Co. 
Westinghouse  E.  &  M.  Co. 

Electric  Grinders 

Railway  Trackwork  Co. 

Electrical    Wires   and    Cables 

American  Steel  &  Wire  Co. 
John  A.  Roebiing's  Sons  Co. 

Electrodes,    Carbon 

Railway   Trackwork   Co. 
Una  Welding  &  Bonding  Co. 

Electrodes.    Steel 

Railway    Trackwork    Co. 
Una  Welding  &  Bonding  Co. 

Engineers.   Consulting,    Con- 
tracting   and    Operating 

Beoler.    John    A. 
Bibbins.  Roland  J. 
Day    &    Zimmermann.    Inc. 
Faile  &   Co..   E.   H. 
Ford,    Bacon   &   Davis 
Hemphill    &   Wells 
Hoist.    Engelhardt    W. 
Jackson,   Walter 
Kelker    &    DeLeuw 
McClelland  &  Junkersfeld 
Richey.    Albert   S. 
Sanderson    &    Porter 
Stevens   &  Wood 
Stone  &  Webster  Co. 
White  Eng.  Corp..  The  J.  G. 

Engines.   Gasoline 

Waukesha    Motor    Corp. 

Engines,  Gas,  Oil  or  Steam 
Westinghouse    E.    &    M.    Co. 

Fare    Boxes 

Cleveland    Fare   Box   Co. 
Johnson   Fare   Box  Co. 
National   Cash    Reg.   Co. 
Percy   Mfg.   Co. 

Fare   Registers 

Electric  Service  Supplies  Co. 
Johnson   Fare   Box    Co. 
National   Cash   Reg.   Co. 

Fences.  WoTen  Wire  &  Fence 
Posts . 

American  Steel  &  Wire  Co. 

Fenders  and   Wheel  Guards 
Brtll  Co..   The  J.  G. 
Cincinnati    Car   Co. 
Star  Brass   Works 

Fibre    and    Fibre   Tubing 

Westinghouse   E.   &  M.  Co. 

Field  Colls   (See  Colls) 

Floodlights 
Electric  Service  Supplies  Co.. 
General   Electric  Co. 

Forglngs 

Brill  Co..  The  J.  G. 

Cincinnati  Car  Co. 
Standard  Steel  Works  Co. 

Frogs  Si  Crossings.  Tee  Rail 

Bethlehem    Steel   Co. 
Lorain    Steel    Co. 
Ramapo    Ajax   Corp. 
Wm.    Wharton.    Jr.    &    Co. 

Frogs,    Track    (See    Track 

Mork) 

Frogs.  Trolley 
Electric  Service  Supplies  To. 
General    Electric   Co. 
(Continued    on    page    40) 


I 


June  30,  1928  ELECTRIC  RAILWAY  JOURNAL  39 

miiniuiiiiiiiiiiirraiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiuiiiimiiiiiiniiiiiiiiiiiiiiiiiuimiiiiiiiiiimiiiiiiimiimiiif     HMiiiiililluiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiijiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiii 

Used  and  Surplus  I  ^"^*!?J^l^°'"p^"y 

^  I  410  North  Michigan  Ave. 

I  Chicago,  111. 


Equipment 


INDIVIDUAL  items  of  used 
equipment,  or  surplus  new  equip- 
ment, or  complete  plants,  are  dis- 
posed of  (and  found)  through  adver- 
tising in  the  Searchlight  Section  of  this 
paper. 

This  is  the  section  which  so  effectively  aided  the  Government  in 
selling  the  many  millions  of  dollars  worth  of  surplus  material  and 
equipment  accumulated  during  the  war  without  disturbing  the 
market. 


^^Searchlight'' 


I  Griffin  Wheels 

I  with 

Chilled  Rims 
I  and 

I    Chilled  Back  of  Flanges 
I  For  Street  and  Interurban 
I  Railways 


iiimui 


FOUNDRIES: 

Chicago 

Boston 

St.  Paul 

Detroit 

Kansas  City 

Loi  Angeles 

Denver 

Council  Bluffs 

Tacoma 

Cleveland 

Salt  Lake  City 

Cincinnati 

MWmiiiiMiiiiiumuimiiiiiiiiiiMiiiiiiniiniiniiiiiiniiiiiiitiii  iiiiiiiniiuiiiiiiiiiiitiiiiiiiiiiiiiiiiiiimiiimimiitiiimiiiiuiuiiu 
fiiiiiiiminiiiiiiiiiiiniiiiiiMiniiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiitiifiuitiiiniiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiniiiiiiniiniiniiiiMiitiiin 


Arc  Weld 


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uiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiniiminiiiiiiHiiHiiiiiiiiiiiiiiHiiiiiiiiitiiiiiiiiiiiiiiiMi^ 

I  ELRKCO  TUBULAR  POLES 


Rail  Bonds 


AND  ALL  OTHER  TYPES  | 

Descriptive  Catalogue  Furnished  I 

American  Steel  8C  Wire  Company  | 

=      CHICAGO,    NEW  YORK.   BOSTON,   CLEVELAND.   WORCESTEB    PHILADEL-  I 

I      PHIA,     PITTSBURGH,    BUFFALO,    DETROIT,    CINCINNATI,    BALTIMORE.  = 

=      WILKES-BARRE.    ST  LOUIS,    KANSAS  CITY,    ST.  PAUL,    OKLAHOMA  CITY.  1 

i     BIRMINGHAM.   MEMPHIS.  DALLAS,  ATLANTA.  DENVER.  SALT  LAKE  CITY  = 

=        EXPORT  REPRESENTATIVE:   U.  8.   STEEL  PRODUCTS  CO..  NEW  YORK  i 

1      PACIFIC  COAST  REPRESENTATIVE:   U.   S.   STEEL  PRODUCTS  COMPANY,  i 

I                      SAN  FRANCISCO.    LOS  ANGELES.    PORTLAND.    SEATTLE.  | 

'iiilililiiMiiiiiiiiiJiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiJiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiriiiiiiiiiiiiiiiiiiiiiiiiiiiJiiiiiiiiiiiJiiiiiMiiiiiiiif 


TMC  "WIRC    LOCK 


/  /  THE    CMAMFCRCD  JOINT 


I  COMBINE 

I  Lowest  Cost  Lightest  Weight 

I  Least  Maintenance  Greatest  Adaptability 

I  Cftt&lor  complet*  wltb  czigineerlnr  dstft  Mnt  on  request. 

I  ELECTRIC   RAILWAY   EQUIPMENT   CO. 

I  CINCINNATI,  OHIO 

S  New  Tork  City.  30  Clmrch  Street 

siiiiiiiiiiiiiiiiiiiitiiniiiiiiniiiriiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiniiiiiiiiiiniiiiiiniiiiiiniiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiMiiiiiiiiiF 


aititiiiittiiitiiiiiiiriiiiiiiiiiiiiiiiiiiiiiriiiiiiiriniinrrnMiiiiiiiiiiiiiriiiiriiiMiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiMiiiiiiiiiiiiiiiiiiii:      .niinriiiiiiiiiiiiiiiiiiitiiiiiini)iiiiiiiiiiiiiitiiiiiiiMiiiMiiii!!iiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiMiiiiiitiiiiiiiiiiiiiiiitniiiiiiliiiiiiiiiiiiiiiiii»- 


Johnson 

Electric 

Fare 

Boxes 


and  overhead,  registers  make  possible  | 

the     instantaneous     registering     and  | 

counting  of  every  fare.    Revenues  are  | 

increased  Ih  to  S%  and  the  efficiency  | 

of  one-man   operation   is   materially  | 

increased.    Over  4000  already  in  use.  | 

Johnson  Fare  Box  Co. 

4619  Ravenswood  Ayc,  Chicago,  III,  | 
liiiiiiiiiiiiiiiiiiiiiiiiniiiniiiMiiiiiMiKiiiiiiitiiiiiiiMiiiiiiiimiiiiiiiuiiiiiiuiiniiuiiiiiiiiiiiMiiiiiiiiiuiiiniiiMiiiiHiiitimiEiiiiM^^^^^ 


I    Bethlehem  Products  for 
Electric  Railways 

I  Tee    and    Girder    Rails;    Machine    Fitted    Joints; 

I  Splice    Bars;    Hard    Center    Frogs;    Hard    Center 

i  Mates;   Rolled  Alloy  Steel  Crossings;  Abbott  and 

I  Center  Rib  Base  Plates;   Rolled  Steel  Wheels  and 

I  Forged    Axles;    Tie    Rods;    Bolts;    Tie    Plates   and 

I  Pole  Line  Material. 

I  Catalog  Sent  on  Request 

I         BETHLEHEM  STEEL  COMPANY,  Bethlehem,  Pa. 

I  BETHLEHEM 

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40 


ELECTRIC  RAILWAY  JOURNAL 


Ohio  Brass  Co. 
Westinghouse  E.  &  M.  Co. 
Farnace.  Electric 
Amerk-aii  Brown  Boveri 
Elec.  Corp. 

FaseR  and   Fuse  Ro\«w 
Columbia  Machine  Works 
Consolidated   Car    Htgr.   Co. 
General   Electric   Co. 
Westinghouse  E.  &  M.  Co. 

Gas  Electric  Drive  for  Buses 

General  Electric  Co. 

Gas   Frodncers 
Westinghouse  E.  &  M.  Co. 

Gates,  Car 

Brill   Co.  The  J.  G. 
Cincinnati  Car  Co. 

Gear  Blanks 

Brill  Co..  The  J.  G. 
Standard  Steel   Works  Co. 

Gear  Cases 

Chillingworth  Mfg.  Co. 
Columbia  Machine  Works 
Electric  Service  Supplies  Co. 
Westinghouse    E.    &   M.   Co. 

Gears  and  Pinions 

Bemis  Car  Truck  Co. 
Columbia  Machine  Works 
Electric  Service  Supplies  Co. 
General    Electric   Co. 
Nat'l   Ry.   Appliance   Co. 
Nuttall  &  Co-.  B.  D. 

Generators 

American  Brown  Boveri 

Elec.  Corp. 
General    Electric   Co. 
Westinghouse   E.   &  M.   Co. 

Girder  Ralls 

Bethlehem   Steel  Co. 
Lorain  Steel  Co. 

Gongs  (See  Bells  and  Gongs) 

Grinders,   Portable 

Railway   Trackwork   Co. 

Grinders,    Portable    Electric 

Railway    Trackwork    Co. 

Grinding   Bricks    and    ^*heels 

Railway    Trackwork    Co. 

Gnard   Rail   Clamps 

Lorain    Steel    Co. 
Ramapo    Ajax   Corp. 

Guard   Rails,   Tee   Rail   St 
Manganese 

Ramapu    Ajax    Corp. 
Wm.   Wharton,  Jr.   &  Co. 

Guards.    Trolley 

Eler.    Service    Suppl'es   Co. 
Ohio   Brass  Co. 

Harps,    Trolley 

Columbia    Machine    Works 
Elec.    Service    Supplies    Co. 
Nuttall  &  Co..  R.  D. 
Ohio    Brass    Co. 
Star   Brass   Works 

Headlights 

Elec.    Service   Supplies   Co. 
General   Electric  Co. 
Ohio  Brass  Co. 

Headlining 

Columbia    Machine    Works 

Heaters,  Bus 
Nichols-Lintern   Co. 

Beaters.    Car    (Electric) 

Consolidated  Car  Heating  Co. 
Gold   Car   Heat.    &   Ltg.   Co. 
Railway    Utility    Co. 
Smith  Heater  Co..  Peter 

Heaters.    Car,    Hot    Air   and 
Water 

Smith  Heater  Co..  Peter 

Heaters,  Car  Stove 

Smith    Heater    Co..    Peter 

Helmets,    Welding 

Railway     Trackwork     Co. 
Una  Welding  &  Bonding  Co. 

Hoists   &  Lifts 

Columbia    Machine   Works 

Hose,  Bridges 
Ohio   Brass   Co. 

Hose.  Pneumatic 

Westinghouse  Tr.  Brake  Co. 

Industrial  Tractors 

International   Harvester  Co. 

iDstmments,    Measuring, 
Testing    and    Recording 

American   Steel   &   Wire  Co. 
General     Electric    Co. 
National  Ry.  Appliance  Co. 
Westinghouse  E.  &  M.  Co. 


Insulating  Cloth,  Paper  and 
Tape 

General   Electric  Co. 
Irvington  Varn'h  &  Ins.  Co. 
Okonite  Co. 

Okonite-Callender  Cable   Co. 
Westinghouse  E.  &  M.  Co. 

Insulating    Silk 
Irvington  Varn'h  &  Ins.  Co. 

Insulating    Varnishes 
Irvington  Varnish  &  Ins.  Co. 

Insulation    (See   also   Paints) 
Electric   Ry.   Equipment  Co. 
Elec.    Service   Supplies   Co. 
Irvington  Varn'h  &  Ins.  Co. 
Okonite   Co. 

Okonite-Callender  Cable   Co. 
Westinghouse  E.  &  M.  Co. 

Insulation    Slots 
Irvington  Varn'h  &  Ins.  Co. 

Insulator    Pins 

Elec.    Service   Supplies   Co. 
Ohio    Brass    Co. 

Insulators     (See    also    Line 
Materials) 
Elec.    Ry.   Equipment   Co. 
Elec.    Service    Supplies    Co. 
General     Electric     Co. 
Irvington  Varn'h  &  Ins.  Co. 
Ohio  Brass  Co. 
Westinghouse  E.  &  M.  Co. 

Jacks    (See   also  Cranes, 
Hoists    and    Lifts) 

Columbia  Machine  Works 
Elec.    Service    Supplies    Co. 

Joints.   Rail 

(See  Rail  Joints) 

Journal  Boxe« 

Bemis   Car   Truck   Co. 
Brill    Co..   The  J.   G. 
Cincinnati   Car   Co. 

I^mp  Guards  and  Fixtures 

Elec.    Service    Supplies    Co. 
Westinghouse  E.  &  M.  Co. 

Lamps,    Arc    &    Incandescent 
(See    also     Headlights) 
General    Electric    Co. 
Westinghouse  E.   &  M.  Co. 

Lamps,    Signal    and    Marker 

Elec.    Service    Supplies    Co. 
Nichols-Lintern   Co. 

Lanterns,    Classification 

Nichols-Lintern    Co, 

I>tter    Boards 

Cincinnati  Car  Co. 

Lighting    Fixtures,    Interior 

Electric  Service  Supplies  Co. 

Lightning    Protection 

Elec.    Service   Supplies   Co. 
General    Electric   Co. 
Westinghouse  E.   &  M.  Co. 

Line  Material    (See  also 
Brackets.    Insulators, 

Wires,   etc.) 
Electric   Ry.   Equipment  Co. 
Elec.   Service   Supplies   Co. 
General    Electric   Co. 
Ohio  Brass  Co. 
Westinghouse   E.    &  M.   Co. 

Locking  Spring  Boxes 

Lorain  Steel  Co. 

Wm.    Wharton.   Jr.   &   Co. 

Locomotives,    Dlenel    Electric 

American   Brown  Boveri 
Elec.  Corp. 

Locomotives.   Electric 

American   Brown   Boveri 

Elec.  Corp. 
Cincinnati   Car  Co. 
General    Electric  Co. 
Westinghouse   E.   &  M.   Co. 

Manganese  8teel  Guard  Ralls 

Ramapo    Ajax    Corp. 
Wm.  Wharton.  Jr..   &  Co. 

Manganese    Steel    Castings 

Bemis  Car  Truck  Co. 
Lorain    Steel   Co. 

Manganese.  Steel,  Special 
Track   Work 

Bethlehem   Steel  Co. 

Wm.    Wharton.    Jr.    &    Co. 

Manganese  Steel  Switches 
Frogs   and   Crossings 

Bethlehem    Steel   Co. 
Lorain    Ajax    Corp. 
Ramapo    Ajax   Corp. 
Wm.    Wharton.   Jr.   &  Co. 

Mirrors.    Inside    &   Outside 

Cincinnati   Car  Co. 

Motor  Buses.  (See  Buses) 


Motors.    Electric 

General    Electric   Co. 
Westinghouse  E.  &  M.  Co. 

Motor.  Generators  &  Controls 
for    Electric    Buses 
General    Electric    Co. 

Motor,  Generator  Sets 

American   Brown  Boveri 
Elec.  Corp. 

Motorman's  Seats 

Brill   Co..   The  J.   G. 

Cincinnati    Car    Co. 

Elec.  Service  Supplies  Co. 

Nuts   and    Bolts 
Bemis  Car  Truck  Co. 
Cincinnati  Car  Co. 

Omnibuses    (See    Buses) 

Oxy-Acetylene     (See    Cutting 
Apparatus) 

Packing 

Westiughouse  Tr.  Brake  Co. 

Paints   and    Varnishes 

(Insulating 

Klec.    Service    Supplies    Co. 
Irvington  Varn'h  &  Ins.  Co. 

Paints  &  Varnishes,  Railway 

National   Ry.   Appliance  Co. 

Pickup,  Trolley  Wire 

Elec.    Service    Supplies    Co. 
Ohio  Brass  Co. 

Pinion   Pullers 

Elec.    Service    Supplies    Co. 

Pinions    (See  Gears) 

Pins.  Case  Hardened 

Bemis  Car  Truck  Co. 

Pins,   Case   Hardened.   Wood 

and  Iron 
Ohio    Brass   Co. 
Westinghouse  Tr.  Brake  Co. 

Pipe   Fittings 

Standard  Steel  Works 
Westinghouse  Tr.  Brake  Co. 

Planers    (See  Machine  Tools) 

Plates  for  Tee  Rail  Switches 

Ramapo    Ajax    Corp. 

Pliers,    Rubber    Insulated 

Elec.    Service    Supplies   Co. 

Pole  Line  Hardware 

Bethlehem    Steel    Co. 
Elec.    Service    Supplies   Co. 
General    Electric  Co. 
Ohio  Brass  Co. 

Poles,  Metal  Street 

Elec.  Ry.  Equipment  Co. 

Poles,   Ties,   Posts,   Piling  A 
Lumbcrr 

Bell    Lumber    Co. 

Intern.  Creos.  &  Const.  Co. 

Poles   and    Ties,   Treated 

Bell    Lumber   (To. 

Intern.   Creos.   &  Const.  Co. 

Poles,  Trolley 

Elec.    Service    Supplies    Co. 
Nuttall  &  Co..  R.  D. 

Poles,   Tubular  Steel 

Elec.    Ry.    Equipment   Co. 
Elec.   Service  Supplies  Co. 

Portable   Grinders 

Railway  Trackwork  Co. 

Potheads 

Okonite  Co. 

Okonite-Callender  Cable  Co., 
Inc. 

Power  Saving  Devices 
National  Ry.  Appliance  Co. 

Pressings,  Special  Steel 

Cincinnati    Co. 

Pressure.    Regulators 

General    Electric    Co. 
Westinghouse  £.  &  M.  Co. 
Westinghouse  Tr.  Brake  Co. 

Pnnches,    Ticket 

Inter.    Cash    Reg.    Co.,    The 

Rail    Braces    and    Fastenings 

Ramapo  Ajax  Corp. 

Rail  Grinders    (See  Grinders) 

Rail   Joints 
Carnegie  Steel  Co. 
Itllnois  Steel   Co. 
Rail   Joint   Co. 

Rati  Joints.  Welded 

Lorain    Steel    Co. 

Rail  Welding 

Railway    Trackwork   Corp. 
Una  Welding  &  Bonding  Co. 


Rails.  Steel 

Carnegie   Steel  Co, 
Illinois  Steel  Co. 

Railway  Safety  Switches 
Consolidated   Car   Htg.   Co. 
Westinghouse  E.   &  M.  Co. 

Rattan 

Brill    Co..   The  J.   G. 

Elec.     Service    Supplies    Co. 

Hale-Kilburn    Co. 

Rectifiers.   Mercury    Arc 
Power 

American   Brown  Boveri 
Elec.  Corp. 

Registers   and   Fittings 
Brill  Co..  The  J.  G. 
Cincinnati   Car  Co. 
Elec.    Service    Supplies   Co. 
Inter.    Cash    Reg.    Co..    The 
Money   Meters.   Inc. 

Reinforcement,    Concrete 

American  Steel  &  Wire  Co. 
Bethlehem    Steel   Co. 
Carnegie   Steel   Co. 

Repair  Shop  Appliances   (See 
also  Coil   Banding  and 
Winding   I^Iachines) 
Elec.    Service    Supplies    Co. 

Repair   Work    (See  also 
Coils) 
Westinghouse  E.  &  M.  Co. 

Replacers,   Car 

Cincinnati    Car   Co. 

Elec.    Service    Supplies    Co . 

Resistance 

Consolidated   Car   Htg.    Co. 
General   Electric  Co. 

Resistance.   Wire   and    Tube 
Westinghouse   E.   &  M.   Co. 

Retrievers,  Trolley    (See 
Catchers   and    Retrievers 
Trolley) 

Rheostats 

General   Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Sanders,    Track 
Brill  Co.,  The  J.  G. 
Elec.    Service   Supplies    Co. 
Nichols-Lintern    Co. 
Ohio    Brass    Co. 

Sash    Fixtures.   Car 

Prill    Co..    The   J.   G. 
Cincinnati   Car  Co. 

Sash,  Metal  Car  Window 

Hale-Kilburn   Co. 

Scrapers,    Track    (See    Clean- 
ers   and    Scrapers    Track) 

Screw    Drivers,    Rubber 
Insulated 

Elec.    Service   Supplies  Co. 

Seating   Materials 

Brill  Co..  The  J.  G. 
Hale-Kilburn   Co. 

Seats,  Bus 

Brill   Co..  The  J.  G. 
Hale-Kilburn  Co. 

Seats.  Car   (See  also  Rattan) 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co, 
Hale-Kilburn  Co. 

Second    Hand    Equipment 

Salzbcrg  Co..  Inc..  H.  E. 

Shades,   Vestibule 

Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 

Shovels 
Brill  Co..  The  J.  G. 

Shovels.  Power 

Brill  Co..   The  J.  G. 

Side   Bearings    (See   Bearings 
Center  and  Side) 

Signals,    Car    Starting 

Consolidated    Car   Htg.   Co. 
Elec.    Service    Supplies    Co. 
National   Pneumatic  Co. 

Signals,    Indicating 

Nichols-Lintern     Co. 

Signal    Systems,    Block 

Elec.    Service    Supplies    Co. 
Nachod    and    Uni  t  ed    States 
Electric  Signal  Co. 

Signal   Systems.  Highway 
Crossing 

Nachod    and    United    States 
Electric  Signal  Co. 

Slack    Adjusters    (See    Brake 
Adjusters) 

Sleet  \nieels  and  Cutters 

Cincinnati  Car  Co. 
Columbia    Machine    Works 


June  30. 1928 


Elec.   Ry.   Equipment   Co. 
Elec.    Service   Supplies   Co. 
Nuttall  &  Co..  R.  D. 

Smokestacks,  Car 

Nichols-Lintern    Co. 

Snow   Plows 

National  Ry.  Appliance  Co. 

Snow-Plows,  Sweepers  and 
Brooms 

Brill    Co..    The    J.    G. 
Columbia    Machine    Works 

Snow   Sweeper,   Rattan 

J.   G.   Brill  Co. 

Soldering  and   Bracing 

Apparatus     (See    Welding 
Processes    and    Apputatus) 

Special  Adhesive  Papers 

Irvington  Varn'h  &  Ins.  Co. 

Special  Trackwork 
Bethlehem  Steel  Co. 
Lorain    Steel    Co. 
Wm.  Wharton,  Jr.  &  Co. 

Spikes 

Ameiican  Steel  &  Wire  Co. 
Illinois  Steel   Co. 

Splicing  Compounds 

Westinghouse  E.   &  M.  Co. 

Splicing  Sleeves    (See  Clamps 
and  Connectors) 

Springs 
National  Ry.   Appliance   Co. 

Springs,  Car  and  Truck 
American  Steel   &  Wire  Co. 
Bemis  Car  Truck  Co. 
Brill  Co.  The  J.  G. 
Cincinnati  Car  Co. 
Standard  Steel  Works 

Sprinklers.  Track  and  Road 

Brill  Co..  The  J.  G. 

Steel,  Electric  Furnace 
Timkeu    Roller    Bearing   Co. 

Steel.  Open   H''arth 
Timkeu   Roller    Bearing  Co. 

Steel  and  Steel  Products 
American   Steel   &  Wire  Co. 
Carnegie  Steel   Co. 
Illinois  Steel   Co. 

Steps,  Car 

Brill  Co..  The  J.  G. 
Cincinnati  Cai-  Co. 

Stokers,  Mechanical 

Babcock    &   Wilcox   Co. 
Westinghouse  E.  &  M.  Go, 

Stop  Signals 
Nichols-Lintern   Co. 

Storage  Batteries    (See  Bat- 
teries. Storage) 

Strain  Insulators 

Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Ohio   Brass  Co. 
Westinghouse  E.  &  M.  Co. 

Strand 
American  Steel   &   Wire  Co. 
Roebling's  Sons  Co..  J.  A. 

Street   Cars    (See    Cars* 
Passenger,    Freight. 
Express) 

Structural  Steel 

American   Brown   Boveri 
Elec.   Corp. 

Superheaters 

Babcock   &  Wilcox  Co. 

Sweepers.  Snow    (See   Snow 
Plows,  Sweepers  and 
Brooms) 

Switches 

American  Brown  Boveri 

Elec.   Corp. 
General  Electric  Co. 

Switch  Stands  and  Fixtures 

Ramapo-Ajax   Corp. 

Switches,  Selector 
Nichols-Lintern   Co. 

Switches  and  Switchboards 

ConHoIldated  Car  Htg.  Co. 
Elec.  Service  Supplies  Co. 
Westinghouse  E.  &  M.  Co. 

Switches.  Te«  Ball 

Raniapo-Ajax  Corp. 

Switches.  Track    (See  Track 
Special   Work 

Tampers.  Tie 

Railway  Trackwork  Co. 

Tapes  and  Cloths   (See  Insu- 
lating  Cloth.   Paper  and 
Tape) 

(Continued    on    page    43) 


/une  30, 1928 


ELECTRIC  RAILWAY  JOURNAL 


41 


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I  B.  A.  HEOEMAN,   Jr.   President     H.  A.  HEOEMAN,   Flrit  Vlce-Ptei.  >nd  Tnm. 

I  P.  T.  SABOENT.   Secretary  J.  M.  PRATT.  Vlce-Prei.  In  charie  ot  »!•• 

I    National  Railway  Appliance  Co. 

I  Graybar  BnildinK,  420  Leiincton  Ave.,  New  York 

I  BRANCH   OFFICES 

I  Muneey  Bldg:..  Washing-ton.  D.  C.       100  Boylaton  St..  Boston,  Masa. 

I  Hejeman-Castle  Corporation.  Railway  Exchange  Building.  Chicago.  III. 


RAILWAY  SUPPLIES 


"The  Standard  for  Rubber  Insulation" 

INSULATED  WIRES 
and  CABLES 

"Okonite"  "Manson"  and  Dundee  "A"  "B"  Tapes 

Send  for  Handbook 

The  Okonite  Company 

The  Okonite-Gallender  Cable  Company,  Inc. 

Factories,  Passaic,  N.  J.  Paterson,  N.  J.  | 

StUea    Offices:     New  York     Chicago     Pittsburgh     St.  Louis     Atlanta    = 
Birmingham    San  Francisco    Los  Angeles    Seattle  | 

Pettlnsall-Andrews    Co.,    Boston,    Mass. 
F.  D.   Lawrence  Electric  Co.,   Cincinnati,  O. 

Novelty   Electric   Co..    Phlla.,    Pa.  

Oim.    Rev.:    Enelneering   Materials   Limited,    Montreal. 

Cuban    Rep.:    Victor    Q.    Mendoza    Co.,    Havana.  _      _ 

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Tool   Steel   Gears    and   Pinions 
Anglo-American    Varnish    Co.. 

Varnishes,   Enamels,  etc. 
National  Hand  Holds 
Genesco  Paint  Oils 
Dunham  Hopper  Door  Device 
Garland  Ventilators 
Walter  Tractor  Snow  Plows 
Feasible  Drop  Brake  Staffs 
Ft.    Pitt    Spring    &    Mfg.    Co., 

Springs 
Bell  Register  Fare  Boxes 


FlaxUnum  Insulation 

Economy  Electric  Devices  Co. 

Power  Saving  and  Inspection 
Meters 

National  Safety  Devices  Com- 
pany's Whistle  Blowers. 
Gong  Ringers  and  Brake 
Hangers 

Godward  Gas  Generators 

Cowdry  Automotive  Brake 
Testing  Machine 


Boyerized  Parts: 


Brake  Pins 
Brake    Hangers 
Brake  Levers 

Pedestal   Gibs 

Brake  Fulcruma 

Turnbuckles 

Case  Hardened  Bushings 

Center  Bearings 

Side   Beariogs 


Spring  Post  Btislilngs  = 
Spring  Posts  i 

Bolster  and  Transom        = 
CliaUng  Plates  = 

Manganese  Brake  Heads  1 
Manganese  Truck  Parts  § 
Forglngs  2 

Bronze  Bearings  = 

McArtliur   Turnhuckles    = 


Lorain  Special  Trackwork 
Girder  Rails 


Trolley  Pins 

Can    be    purchased    through    the  following  I 

representatives :  = 

'  F  F.  Bodler,  i 

903    Monadnock  Bldg.,    San   Francisco,    Cal.  1 

W.   F.   McKenney,  g 

54  First  Street.  Portland,  Oregon.  S 

J.  H.  Denton.  | 

1328   Broadway,   New  York  City.  N.  T.                  1 

A.  W.  Arlin,  = 

519   Delta  Bldg.,   Los  Angeles,   Cal.  i 


Electrically  Welded  Joints 
THE  LORAIN  STEEL  COMPANY 


Bemis    Car   Truck   Company  | 

I  Springfield,  Mass.  | 

'TiiimiiiiiiiiiiiiiiiiMiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiMiiiiiiiiiiiiuiiiiiiiui^ 


New  York    i 
Dallas  = 


Seattle 


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Advertisements  for  the  | 

Searchlight    Section  | 

Can  be  received  at  the  New  I 

York  Office  of  Electric  I 

Railway  Journal  f 

until  10  a.  m.  i 


I  Johnstown,  Pa. 

^  Sates  Offices; 

I  Atlanta                      Chicago                       Cleveland 

I  Philadelphia                     Pittsburgh 

B  Pacific  Coast  Representative: 

i  United   States   Steel   Products   Company 

I  Los    Angeles                   Portland                   San  Francisco 

I  Export  Representative :                                                £ 

I  United  States  Steel  Products   Company,  New  York,  N.  Y.            I 

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,etii"-     =''*"?*^       Cbndui  " 


I    Let  the 
I  Passenger 

I     Audit 


Wednesday 

For  issue  out  Saturday 


0220        = 
:!niiiiiiriiiiMiiiiiniiir i iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiriiiiiiiiiiiiiiiiiiiimiiiiiriiiiiiiiiiir 

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1 

I 

FARE  I 


BOXES  for  BUSES 

Let  us  tell  you  of  this  especially  de- 
signed  box  for   this   class   of  service. 


The  Cleveland  Fare  Box  Co. 

4900  Lexington  Ave.,  Clevelana,  O. 

Canadian  Cleveland  Fare  Box  Co.,  Ltd. 
Preston,  Ontario 


I      Cg^NTiNo  And  Sorting  Machines  Cg^g^  Tokens 

iliiiiiiiiniiiiiiiniiitiiiii riiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiii iiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiii 


i  An  instantaneous  audit  by  the  passenger  of 
I  NICKELS,  DIMES,  QUARTERS,  METAL 
I         TICKETS  in  various  combinations. 

I  PORTABLE— STATIONARY   or   ELECTRIC— Posi- 

I  tive  at-the-source  protection  for  your  revenue. 

I  Money-Meters,  Inc.     i^rx  rJ;?...."^? 

I  3209  Book  Tower,  Detroit,  Mich. 

.mniiirrmiinimiiniiiMii[Mirinri)imnMiriii[iimiitiiiMnMniiirMiiMiiMiMiirMiiiiiiiiiiMiiiiniiimitiii[inriiiMiiMii^ 
HiiHrniiiiUMimuiiiMiiiiiiMiimiiMiintMiiiiiiMiiiiiiimmmiMiitiiiiMiiiiiimMiiiniiiiiiiiiimiiiiMUMiiMiimuiminimimn^ 

I  WHARTON  I 

j   1894  TisCO  1928  | 

I        SPECIAL  TRACKWORK 

I  Manganese  Steel  in  Trackwork,  originated 
I  by  Wharton  over  thirty-four  years  ago,  is 
I      still  the  metal  par  excellence  for  this  purpose. 

I         WM.  WHARTON  JR.  &  CO.,  INC. 

j  EASTON,  PA. 

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42 


ELECTRIC  RAILWAY  JOURNAL 


Jiaic  30.  1928 


ALPHABETICAL  INDEX  TO  ADVERTISEMENTS 

This  index  is  published  as  a  convenience  to  the  reader.    Every  care  is  taken  to  malse  it 
accurate,  but  Electric  Bailway  Journal  assumes  no  responsibility  lor  errors  or  onussions. 


Page 


—  A- 


Amerlcan  Brass  Co.,  The 33 

American  Brown  Boveri  Electric 

Corp 17 

American  Car  Co ..  44  &  Third  Cover 

American  Steel  &  Wire  Co 38 

Anaconda  Copper  Mining  Co. . .   33 


—  B  — 

Babcock  &  Wilcox  Co 33 

Beeler  Organization    32 

Bell  Lumber  Co 33 

Bemis  Car  Truck  Co 41 

Bethlehem    Steel    Co 39 

Bibbins.  J.  Roland 33 

Brill  Co.,  The  J.  G.44  &  Third  Cov«r 

Buchanan  &  Layng  Corp 32 


—  0  — 

Cincinnati   Car  Co 18. 19 

Cleveland  Pare  Box  Co 41 

Collier.    Inc..    Barron   G 24 

Columbia  Machine  Works 34 

Consolidated  Car  Heating  Co .  . .   43 


—  D  — 


32 


Day   &   Zimmermann.    Inc.  . 
Dayton    Mechanical    Tie   Co.. 

Insert  36.  36 
Differential  Steel  Car  Co..  The.  .    43 


Electric   Ry.    Equipment  Co. 
Electric  Service  Supplies  Co. 


39 
9 


Page 


■  F  — 


Faile  &  Co..  E.  H 32 

Ford.    Bacon    &    Davis 32 

"For  Sale"   Ads 37 


—  G  — 

General  Electric  Co 22 

General  Motors  Truck  Co.. 

Insert  27,  28.  29.  30 

Gold  Car  Heating  &  Lighting  Co.  43 

Goodyear  Tire  &  Rubber  Co ...  .  31 

Griffin    Wheel    Co 39, 


—  H  — 

Hale-Kilburn     Co 43 

■Help   Wanted"    Ads 37 

Hemphill    &   Wells    '.  .  32 

Hoist   Englehardt   W 32 


Illinois    Steel    Co 21 

International   Creosotlng  &  Con- 
struction Co 8 

International  Harvester  Co 20 

International    Register    Co..    The.  33 

International    Steel    Tie   Co 7 

Irvington    Varnish    &    Insulator 

Co 43 


Jackson,  Walter    32 

Johnson  Fare  Box  Co 39 


Kelker,   DeLeuw  4  Co 32 

Kuhlman  Car   Co .  .  44  &  Third  Cover 


Page 


—  L  — 

Lorain   Steel    Co 41 


MeClellan   &  Junkersfeld 32 

McGraw-Hill   Book  Co 34 

Money   Meters,    Inc 41 

Morganite  Brush  Co..   Inc 26 


Nachod  and  U.  S.  Signal  Co...  43 

National   Brake   Co..   Inc 23 

National   Cash   Register  Co 10 

National  Pneumatic  Co 15 

National  Ry.  Appliance  Co 41 

Nichols  Lintern   Co 33 

Nuttall  &  Co.,  R.  D.  .Second  Cover 


—  O  — 

Ohio  Brass  Co 5 

Okonite-Callender    Cable    Com- 
pany.   Inc..    The 41 

Okonite  Co.,  The 41 


Percy  Mfg.   Co..   Inc 43 

Positions  Wanted  and   Vacant .  .    37 


Rail  Joint  Co 43 

Railway  Track-work  Co 43 

Railway   Utility   Co 43 


Page 

Ramapo  Ajax  Corp 33 

Ricliey,    Albert    32 

Roebling's  Sons   Co..   John   A...    33 


—  S  — 

Sanderson  &  Porter 32 

Searchlight  Section    37 

Silver    Lake    Co 43 

Smith  Heater  Co.,  Peter 33 

Standard   Steel   Works   Co 34 

Star    Brass    Works 33 

Stevens  &  Wood.  Inc 32 

Stone   &   Webster 32 

Stucki   Co..    A 43 

Studebaker  Corp.  of  America ...  26 


Timken  Roller  Bearing  Co..  The.  16 
Twin    Coach    Corp.. 

Insert  11.  IS.  13.  14 


—  V  — 

Una   Welding   &   Bonding   Co .  .  .    43 


—  V  — 

Vei'sare   Corp Front  Cover 


—  W  — 

"Want"  Ads    37 

Wason  Mfg.  Co .  .  44  &  Third  Cover 
Waukesha  Motor  Co. .  .  .  Back  Cover 
Westinghouse  Elec.  &  Mftf.  Co.  4 
Westinghouse  Traction  Brake  Co .  6 
Wharton.  Jr.  &  Co..  Inc..  Wm .  .  41 
"What   and   Where    to    Buy". 

38,  40.  43 
White  Eng.  Corp..  The  J.  G.  .  .  .  33 
Wish  Service,  The  P.  Edw 33 


WHAT  AND  WHERE  TO  BUY— Continued  from  page  40 


Tee  Rail  Special  Track  U'ork 

Lorain  Steel  Co, 
Ramapo-Ajax  Corp. 

Telephone§  and  Parts 

Elec.   Service  Supplies  Co. 

Telephone  &  Telegraph   Wire 
American  Steel  &  Wire  Co. 
John  A.  Boebliners  Sons  Co. 

Teetlng       InHtruments       (See 
IiistrumentB,   MeasarinK, 
Testing,  etc.) 

Thermostats 

ConBolidated   Car    Hlg.    Co. 
Gold  Car  Htg.  &  Lip.  Co. 
Railway    Utility    Co, 
Smith  Heater  Co..  Peter 

Ticket  Choppers  and 
Destroyers 

Elec.  Service  Supplies  Co. 

Ties,  Mechanical 
Dayton    Mechanical   Tie   Co. 

Tie  plateH 

Illinois  Steel   Co. 

Ties  and  Tie   Rods.  Steel 

Carneeie  Steel  Co. 
IniemaiioiJui  Sleel  Tie  Co. 

Ties.  Wood  Cross   (See  VtAm, 
Ties,  Posts,  etc.) 

Tires 
Goodyear  Tire  &  Rub.  Co. 


Tokens 

Johnson  Fare  Box  Co. 

Tonfcue   Switches 
Wm.  Wharton.  Jr.  &  Co. 

Tools,    Track    &    MIscellane* 
ous 

American  Steel  &  Wire  Co. 


Columbia  Machine  Works 
Elec.  Service  Supplies  Co. 
Railway   Trackwork   Co. 
Ramapo-Ajax    Corp. 

Towers  and  TransmUslon 
Stractare 
Westinghouse    E.    &   M.   Co. 

Track  Grinders 

Railway  Trackwak   Co. 
Ramapo-Ajax    Corp. 

Track.    Special    Work 

Columbia    Machine    Works 
Ramapo-Ajax  Corp. 

Trackless  Trolley  Cars 

Brill    Co..    The   J.   G. 

Transformerft 

American   Brown   Boveri 

Elec.  Corp. 
General    Electric   Co. 
Westinghouse  E.   &  M.  Co. 

Treads,  Safety  Stair. 
Car  Step 
Cincinnati   Car   Co. 

Tree  Wire 

Okonite   Co. 
Okonite-Callender  Cable  Co. 

Trolley  Bases 

Nuttall   &  Co..  R.  D. 
Ohio  Brass  Co. 

Trolley  Bases,  Retrieving 
Nuttall   &  Co..   R.  D. 
Ohio  Brass  Co. 

Trolley  Buses 

Brill    Co..   The   J.    G. 
Twin   Coach   Corp. 
Westinghouse  E.  &  M.  Co. 

Trolley  Material.  Overhead 

'    Elec.   Service  Supplies  Co. 


General    Electric   Co. 
Ohio  Brass  Co. 
Westinghouse   E.    &   M.   Co. 

Trolley   Pins 

Bemis  Car  Truck  Co. 

Trolley  Wheel  Bushings 

Star   Brass    Works 

Trolley    Wheels    (See   Wheels 
Trolley) 

Trolley  Wire 

American    Brass    Co. 
American   Steel    &   Wire  Co. 
Anaconda    Copper    Min.    Co. 
Roebling's  Sons  Co..  J.  A. 

Trucks,  Car 

Bemis   Car  Truck   Co. 
Brill    Co..    The  J.    G. 
Cincinnati  Car  Co. 

TruckH,   Motor 

International    Harvester   Co. 

Tubing,    Steel 

Timken   Roller   Bearing  Co. 

Tubing.  Yellow   and  Black 
Flcxihle   VarniNh 
Irvington  Varn'h  St.  Ins.  Co. 

Turbines,  Steam 

American   Brown  Boveri 

Elec.    Corp. 
General  Electric  Co. 
Westinghouse   E.   &  M.   Co. 

Turntables 

Elec.  Service  Supplies  Co. 

Turnstiles 

Elec.  Service  Supplies  Co. 
Percy   Mfg.  Co-,   Inc. 

Valves 

Ohio  Brass  Co. 
Westinghouse  Tr.  Br.  Co. 


Varnished    Papers    and    Silks    Wheel   Presses    (See  Machine 
Irvington  Varn'h  &  Ins.  Co.         Tools) 


Ventilators.   Car 

Brill  Co..  The  J.  G. 
Cincinnati    Car    Co. 
Consolidated    Car   Htg.    Co. 
Nichols-LIntern   Co. 
Nat'l  Ry,  Appliance  Co. 
Railway  Utility  Co. 

Welded   Rail   Joints 

Railway   Trackwork   Co. 
Una  Welding  &.  Bonding  Co. 

Welders.   Portable  Electric 

General    Electric   Co. 
Ohio  Brass  Co. 
Railway    Trackwork   Co. 
Una  Welding  &  Bonding  Co. 
Westinghouse    E.    &    M.    Co. 

Welders.  Rail  Joint 
General   Electric  Co. 
Ohio  BruHB  Co. 
Railway  Trackwork  Co. 

Welding  Processes  and 
Apparatus 

Ohio   Brass  Co. 
Railway  Trackwork  Co. 
Una  Welding  &.  Bonding  Co. 
Westinghouse  E.   &  M.  Co. 

Welding.  Steel 

Railway   Trackwork   Co. 
Roebling's  Sons  Co..  J.  A. 

Welding  Wire 
American  Steel  &  Wire  Co. 
Railway  Trackwork  Co. 
Roebling's  Sons  Co..   J.  A. 

Welding  Wire  and  Rods 

Railway  Trackwork   Co. 

Wheel  Guards  See  Fenders 
and  Wheel  Guards) 


WheelH,  Car.  fast   Iron 

Gril!in    Wheel    Co. 

Wheels.    Car.    Steel    A    Steel 

Tire 
Bemis  Car  Truck  Co. 
Carnegie  Steel  Co. 

UlinoiB   Steel   Co. 
Standard  Steel  Works 

Wheels,  Trolley 

Columbia  Machine   Works 
Elec.    Ry.    Equipment    Co, 
Elec.    Service   Supplies   Co. 
Nat'l.   Bearing  Mel.  Corp. 
Nuttall  &  Co..  R,  D. 
Ohio  Brass  Co   , 
Star  Brass  Works 

\\1ieels.    Wrought    Steel 

Illinois  Steel    Co. 

Whistles.  Air 

Oliio   Brass  Co. 
Westinghouse  E.  &  M.  Co. 
Westinghouse  Tr.   Br.  Co. 

Window  Guards  A  Fittings 

Cincinnati   Car  Co. 

Wire  Rope 
American   Steel    Sl  Wire  Co. 
Roebling's  Sons  Co..  J.  A. 


Wires  and  Cables 

American    Brass   Co. 
American   Steel    &   Wire  Co. 
Anaconda  Copper  Min,  Co. 
General  Electric  Co. 
Okonite  Co. 

Okonite-Callender  Cable  Co., 
Roebling's  Sons  Co..  J.   A. 
Westinghouse    E.    &    M.    Co. 


Jiiitc  30,  1928 


ELECTRIC  RAILWAY  JOURNAL 


43 


iiiiiiiiiliiiiiiiiiiiitiiiiiriiiiiiiiiiiiniiuiiiiiiiiiiiiiiiiiiiiitiiiiijiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiittiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiniiiti>: 


The  DIFFERENTIAL  CAR 


E      I 


^nmiiimiiiiiiiitiiiiiiiniitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiihiiiiiiiiiiiHiiiiiiKiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiMiiiiiiitiiiiiiiiiiiiiiiitiiiiiiiui 

giiiiiiiMiirininiiMiMiiihiiNniiiiMiiiiiiniiiMiiiiiitiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiniiiMiiiiiiiiiiiiiiiiiiiiiiiriiiiiii;^ 

I    p  AT    1^(  AR  HEATING  &.  LIGHTING  CO.    I 
\     yjyJ  LjLf  220  36th  St.,  Brooklyn,  N.  Y.  I 


WITH    OPEN    COIL    OR 
ENCLOSED   ELEMENTS 


I         ELECTRIC    HEATERS 

I      THERMOSTAT    CONTROL— VENTILATORS      | 

I  WRn  E   FOR  NEW  CATALOGUE  f 

lillllltlimiiiriiir > iiiiiiiiiriiiii iiiiiniiiiiiiiii iiiiiiriiiiriiiiimiiiiiiiiiiirriiiriiMiiiiiiiiiitii iniiMiiiiiiiiiinn 

giiiiiiiiiiiiiriiimiiiiiiMiiiiiiMiiiiiiiiiiiiiiiiiiimiriiiiiiiiiiJiiiiiiiii riiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiMiiMiiiiiuiiiMiiiiiiiiiiiiMiiiir 

I  Waterproofed  Trolley  Cord  | 

i    The    finest    that    science    and    skill    can    produce.       For    endurance,     i 
=    economy  and  positive  satisfaction,   nee  Silver  Lake  A.  i 


SILVER  LAKE  COMPANY 


^<  SILVER  LAKE  A 


Newtonville      = 
Mass.  i 


Manufacturera   «/    bvll,    troZIay,   tii/nal    and   other    cord*.  § 

^ninitniiHiiruiiuiirnitniiuiiiiiiMiiiMiiMiiiniMiiiMiiiiiiiiniNiiiniMiiiiiiiMirHiitiiiMiiMiiiintiiiiiiiitiiiiiiMiirtiiiriiiiiiiiiiiriiiiiii^ 


iHiiniiiiniiniiiiiiiiiiitiiiiriiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiitiiiiiiiiiiniiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiciiiiiiiiiiiiiiiiiiimimi: 


CAR  COMFORT  WITH  HEATERS 

UTILITY 


REGULATORS 
VENTILATORS 


a341-S34T    Indiana    St. 
Chicago,  m. 


Write  for  1328  Broadway      I 

Catalogue  New  York,  N.  T.  i 

iliiiitMiiiMlilliiiriiiiriiiiiiiiiriiiiiiiiiMiiiiiriiiiriiirMitiiiiniiiiiiiiiiriiitiiiiiiiiiiiitiiiiiiirilliliiiiiiiiiiiiiiiriiiiiiiiiiitiiiiiiuiiiriiiiiiiir 

iiiiiiiiiiiiiiiniiiiMiiiiiiitiiiiiiiiniiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiMiiriittiiiiiiiiiiitiiiriiiitiiitiiitiiiriiiriiiriiit 


STUCKI 

SIDE 

BEARINGS 


A.  STUCKI  CO. 

Oliver  Bldg. 
Pittsburgh,  .  Pa. 

'■«aiiiiiiliiiiiiiiiiiiiiniiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiminiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiK:itiiiiiriiiiiiiiiiir 


THE  WORLD'S  STANDARD 


Standard  on  | 

60  Railways  for  | 

Track  Maintenance  | 

Track  Construction  = 

Ash  Disposal  i 

Coal  Hauling  = 

Concrete  Materials  = 

Waste  Handling  i 

Excavated  Materials  | 

Hauling  Cross  Ties  | 

Snow  Disposal  I 

Use  These  Labor  Savers  = 


''IRYINGTON 


^n 


I  Black 

I    Varnished  Silk, 


and 
Varnished  Cambric, 


Yellow 
Varnished  Paper 


=  Differential  Crane  Car  §  | 

i  Clark   Concrete  Breaker  =  | 

i  Differential   3-way  Auto   Truck   Body  =  | 

1  Differential    Car    Wheel   Truck   and   Tractor  =  S 

I         THP  DIFFERENTIAL  STEEL  CAR  CO.,  Findlay,  O.        |     | 

nniinMnMiiiiiniiiiriniMnmiriiiMiiMiiiMiiMniiiniiiiiiiiriiiiiiiitMimuMiiiiirNiiimtniiiiiMiiiiiiiMiimimimiiriiimiimi^^ 
juimtiiiiMiniiiiMiuiiniiiiriiiMiniiiMiiniiniitMiiMniiiiniiiMiXiU)li!ULiiiiMMMiuiinmiMtiMnMnriitriiniiniiiiiiiniiiiiinniitiinii> 

I  NACHOD  S  UNITED  STATES 

SIGNAL  CO,  INC 

LOUISVILLe,K\: 

BLOCK  SIGNALS 

FOR 

ELECTRIC  RAILWAYS 

HIGHWAY  CROSSING  SIGNALS 

^uiiiitiiiiiiiiiiiiiiiiiiiiiiiHitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiriiiiiiii 
iHiii)iiiiiiiiiiiiiiiiiiiiiitiiuiiniiiiiiiiriiiiiiiiiiiiiiiiiiiiMiiiiiiiriiiiiitiiiiiiiitiiiiiiiiiiiiiiiiMiiriiiriiii(iiiiiiiiiiiiiiniiiiiiiiiiiiiinii 

RAIL  JOINTS 


DYNAMOTORS 
WELDING  ROD 

UNA  Welding  &  Bonding  Co. 

Cleveland.  Ohio 


Irv-0>Slot  Insulation  Flexible  Varnished  Tubing 

Insulating   Varnishes   and   Compounds 

Irvington  Varnish  8C  Insulator  Co. 

Irvington,  N.  J. 
Sales  Representatives: 

Mltehell-Rand  Mfg.  Co.,  N.  Y.       Prehler  Brothers  Inc..  Chicago 

E.  M.  Wolcott.  Rochester  White  Supply  Co..  St.  Louis 

s         1.  W.  Levlne,  Montreal  Clapp  &  LaMoree,  Los  Angeles       i 

i         A.  L.  Gillies.  Toronto  Martin  Woodard.  Seattle  g 

I  Consumers*  Rubber  Co..  Cleveland  = 

?iiuminiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiriiiriiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii 
:<iMiiiiiiiiiiriiiiiliiiiniiiiiiriiiitiiliiliiiiiiiiiiliiiiiliiiiiliiiiiiiiiiiiiiMiiiMiiiiiiiinniiMiiliiriiiiiiiriiiriiiiiiiiiiinilltllltMliiiiiiiriiitlli!i 


Aifi 


bd 


TillllllHIIIIIIIIIIIIIMIIMIIIIIIIIIIIllllllMIIIIIIIMIIIIIIIIIIIlllllllllllllllMlllllirillllllllllllltlllllllltlllimilllllirillDIIIMIIMIIIIIIIKIIMIIIIIi: 

iiitiiiiMitiiiiimiiiiiliiiniiMiiniitiiitiiitiiuiiiiiiiMllllillllinilllllllllllllMllltllllllllllllllllllltllllllllllliiiiliiMlliliililimiiiiiiii 


Gets  Every  Fare 

PEREY  TURNSTILES 
or  PASSIMETERS 

Use  them  In  your  Prepayment  Areas  and 
Street  Cars 

Percy  Manufacturing  Co.,  Inc. 

101  Park  Avenue,  New  York  City 

^•iiiiiitiuiiiniiiiiiiiiiiiiiiiiiiiiiHiniiiiiitiiiniiniintiniiniitiiiitiiiiiiiiiiiiiiniiiiiiitiiitiiniiniiniiiMiiiiiniiiiiiiiiiniitiiiiiiiitiiiiiiiB 

^iMirinMniiiitiiimiMimiiiiiMiiiiiiiiniiniiiiiiiiiiiiiiimiiiHiiiiriiiiiiniiniiniiimuiiiMiiiiiiiiiiiiiitim'iiiiniuuiiiim 


I   RAIL  GRINDERS  AND 
I  WELDERS 

I  Railway  Track- work  Co.,  Philadelphia 

I  682     I 

TiitMiiiiiiMiiMimiiiiiiMiinirMiiiiiMiitiiiiiimiiiniiininiMnMniiiiMiiiiiinnMiiiiniiiiiiiimiimiMimiMiiiiiiimiiiuiiiiMii^^^^^ 

uiiiitiitiiiiiiiniiiiMiiniiinMiiMiiiiiiiiiiriiiiiiiiiiniiiiiiiiiiiiiiiiiiiriiniiiiMiiiiiiMniiiiiiiiiiiriiiriiitiiiiiiiiriiiiiniiiniiiiiiniiiiiiniiti'- 


I      Better  Quality  Seats 
I      For  Cars  and  Buses 


Hale-Kilburn  Go. 

1800  Lehigh  Ave.,  Philadelphia.  Pa. 


'iiiiiiiriiniiiiMitiiiriiiiiiiiiiiiiiiiiiitriniiiriiuiiiniiniiniiiiiiiriiniiniiiiiiniiiiiiiiiiiiiiHiiiniiiiiitiiitiiHiiiiiiiiiiHiiiiiiiniiiiiiniiiiin 
tinimmiiiiiiiiiiiiiuiiiiiH iiiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiijiiiiiiiiiiiiiiimiiiiiiiii 

I    RAIL  JOINTS 

I  The  Rail  Joint  Company 

I  165  Broadway,  New  York  City 

s 
^iiimimiiMiiMiiiiimimiiiiimmiiiiiiiiiiiiiiitiimiitiiiiiiiiinMimiiiiiiMiiMiiiiiiiiiiniiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiii 


44 


ELECTRIC  RAILWAY  JOURNAL 


June  30, 1928 


A  Big  Success  in  Little  Rock 

1927  was  the  most  successful  year  in  the  history  of  the 
Arkansas  Power  and  Light  Company,  Little  Rock,  Arkansas. 
As  reported  in  the  Electric  Railway  Journal,  May  5,  the  very 
favorable  net  profits  which  accrued  were  attributed  to  their 
modernization  program,  started  with  the  purchase  of  eight 
double-truck  cars  built  by  the  American  Car  Company  and 
followed  by  thirty  single-truck  cars  purchased  from  the  same 
company  in  1926. 

Increased  speed,  lower  maintenance  and  added  comfort  are 
factors  in  which  these  Brill  Modern  Cars  are  performing  an 
important  part. 

The  attractive  earnings  in  Little  Rock  are  typical  of  the  profit 
producing  possibilities  of  Brill  Modern  Cars  as  successful  com- 
petitors of  the  family  automobile. 

Writt  for  the  Brill  Car  Catalog  and  learn 
the  "what,'*  "how"  and  "why"  of   modern   cars. 

The  J.  G.  Brill  Company  11 

AMcmCAN    Car    Co-    —       C-C. Kumlman  Car  Co.     —     Wason    Mantc  Ca 

•  T   bOUIS     MO.  CkCVCUAfoO.  OHIO.  ■•R  ir^OriCUO.  MAX*. 


Brill  Modem  Cars 


June'  30, 1928 


ELECTRIC  RAILWAY  JOURNAL 


m 


Automobile  Competition 
In  Mr.  Ford's  Own  City 

The  ten  double  truck,  single-end  safety  cars  built  by  The 
G.  C.  Kuhlman  Car  Company  for  the  Detroit  United 
Railway  are  successfully  combating  gasoline  propelled 
competition. 

These  cars  are  not  only  attractive  in  appearance  but 
equipped  with  nearly  every  modern  device  for  increased 
safety  and  comfort,  hence  their  success  in  service. 
Like  the  D.  U.  R.,  improve  your  service  to  the  limit  with 
Brill  Modern  Cars.  Then  go  after  the  automobile 
owner  on  the  basis  of  equal  comfort  and  speed,  com- 
parable convenience,  greater   safety  and  economy! 

The  J.  G.  Brill  Company 


Pmiladel-pi-iia.  Pa.  .^=~ 

American    Cab    Ca    —       C.C.  Kumlman  Cab  Co.     —      Wason    Mantc  Ca 


■•■•''■.■'A- r  y":  ••-i:.^-.-V' '.•■»«'.' 


^C^v#i^^5^^^^^V:^ 


Modem  Cars 


.■■•■V?tJ-.  Vi,:- 


ELECTRIC  RAILWAY  JOURNAL 


Chicago's 

Standard 

Bus 


"The  new  Twin  Coach  type  bus— has 
quick  get-away  because  of  its  adequate 
power  facilities  and  has  added  relia- 
bility of  service  due  to  its  twin  motors. 
These  advantages  over  the  older  type 
buses  influenced  the  Chicago  Surface 
Lines  in  adopting  the  Twin  Coach  as 
its  standard  for  feeder  bus  service," 
so  Guy  A.  Richardson,  Vice-Presi- 
dent  Chicago   Surface   Lines,   says. 


Frank  R.  Fageol, father  of  the  "Safety  Coach"  and 
builder  of  the  "Twin  Coach,"  wanted  the  best  that 
could  be  obtained  in  a  simple,  high-powered,  eco- 
nomical and  long-lived  engine  for  these  city-service 
buses.  That  is  why  special  Waukesha  six-cylinder 
engines,  with  genuine  "Ricardo  Heads,"  were  chosen. 


A-849-LC 


AUTOMOTIVE      EQUIPIUENT      DIVISION 


WAUKESHA        MOTOR        COMPANY 

Waukesha 

Eastern    Sales    Offices 


Eight     W.    40/A    Street 


Wisconsin 

New    York    City 


Exclusioe  Builders  of  Heavy  Duty  Automotive  Type  Engines  for  Over  Twenty  Years 


Ill